911 Turbo GT2 GT3 Engine Repair

®
AfterSales Training
911 Turbo/GT2/GT3 Engine Repair P10T
Porsche AfterSales Training
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Part Number - PNA P10 T02 Edition - 9/06

Table of Contents
Description Section
Engine Type Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
911 Turbo (996) Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
911 Turbo (997) Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
911 GT2 (996) Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
911 GT3 (996) Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
911 GT3 (997) Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Conversion Charts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
911 Turbo/GT2/GT3 Engine Repair

911 Turbo/GT2/GT3 Engine Repair
Engine Type Designations
Engine Number Identification
Digit: 1 2 3 4 5 6 7 8
Example: 6 5 V 0 0 1 3 6
Engine Type: (6 = 6 Cyl. Engine)

Engine Version:
Model Year:
Serial Number:
Engine number is stamped on

the bottom of the crankcase.
911 and Boxster Engine Type Designations Since Model Year 1984
Model Engine Displ. Engine Power Installed In
Year Type Liters kW / HP
1984 930.20 3.2 170/231 911 Carrera - RoW

930.21 3.2 152/207 911 Carrera - USA/Canada/Japan
930.66 3.3 221/300 911 Turbo - Worldwide
1985 930.20 3.2 170/231 911 Carrera - RoW

930.21 3.2 152/207 FRG/USA/Canada/Japan (with catalytic converter)
930.26 3.2 170/231 Sweden /Switzerland /AustraIia
930.66 3.3 221/300 911 Turbo - Worldwide
1986 930.20 3.2 170/231 911 Carrera - RoW

930.21 3.2 152/207 911 Carrera USA/Canada/Japan
930.26 3.2 170/231 911 Carrera Sweden./Switzerland/Australia
930.66 3.3 221/300 R0W/Canada
930.68 3.3 208/282 911 Turbo - USA (with catalytic convverter)
1987 930.20 3.2 170/231 911 Carrera - RoW

930.25 3.2 160/217 USA / Japan
930.26 3.2 170/231 Sweden
930.66 3.3 221/300 RoW/Canada
930.68 3.3 210/282 USA (with catalytic converter)
1988 930.20 3.2 170/231 911 Carrera - RoW

930.25 3.2 160/217 USA/Japan/Canada/Australia/RoW (with catalytic conv.)
930.26 3.2 170/231 Sweden
930.66 3.3 221/300 Turbo RoW
930.68 3.3 210/282 Turbo USA/Canada
1989 930.20 3.2 170/231 911 Carrera - RoW

930.25 3.2 160/217 USA/Canada/Japan/Australia/RoW (with catalytic conv.)
930.66 3.3 221/300 911 Turbo - RoW
930.68 3.3 210/282 911 Turbo - USA
M 64.01 3.6 184/250 911 Carrera 4 (964) - Worldwide
1990 M 64.01 3.6 184/250 911 Carrera (964) 2/4 with manual transmission - Worldwide
M 64.02 3.6 184/250 911 Carrera (964) 2 with tiptronic transmission - Worldwide
911 Turbo/GT2/GT3 Engine Repair Page 1.1


1991 M64.01 3.6 184/250 911 Carrera (964) 2/4

M64.02 3.6 184/250 911 Carrera (964) 2
M30.69 3.3 235/320 911 Turbo (964)
1992 M64.01 3.6 184/250 911 Carrera (964) 2/4

M64.02 3.6 184/250 911 Carrera (964) 2
M64.03 3.6 191/260 911 Carrera (964) RS
M30.69 3.3 235/320 911 Turbo (964)
1993 M64.01 3.6 184/250 911 Carrera (964) 2/4

M64.02 3.6 184/250 911 Carrera (964) 2
M64.03 3.6 191/260 911 Carrera (964) RS
M64.50 3.6 265/360 911 Turbo (964)
1994 M64.01 3.6 184/250 911 Carrera (964) 2/4 USA

M64.02 3.6 184/250 911 Carrera (964) 2 USA
M64.05 3.6 200/272 911 Carrera (964) RoW
M64.06 3.6 200/272 911 Carrera (964) RoW & Taiwan with Tiptronic
M64.50 3.6 265/355 911 Turbo USA/CDN
1995 M64.05 3.6 200/272 911 Carrera (964) RoW

M64.06 3.6 200/272 911 Carrera (964) RoW
M64.20 3.7 220/300 911 Carrera (993) RS RoW
M64.07 3.6 200/272 911 Carrera (993) USA
M64.08 3.6 200/272 911 Carrera (993) USA
1996 M64.21 3.6 210/285 911 Carrera (993) /C4 /C4S RoW
M64.22 3.6 210/285 911 Carrera (993) RoW Tiptronic
M64.23 3.6 210/285 911 Carrera (993) /C4/C4S USA
M64.24 3.6 210/285 911 Carrera (993) USA Tiptronic
M64.60 3.6 300/408 911 Turbo (993) RoW and USA/CDN
1997 M64.21 3.6 210/285 911 Carrera (993) /C4 /C4S RoW
M64.23 3.6 210/285 911 Carrera (993) /C4/C4S USA
M64.24 3.6 210/285 911 Carrera (993) USA Tiptronic
M96.20 2.5 150/204 Boxster
1998 M64.21 3.6 210/285 911 Carrera (993) /C4/C4S RoW

M64.23 3.6 210/285 911 Carrera (993) /C4 & C4S USA/CDN
M64.24 3.6 210/285 911 Carrera (993) USA/CDN Tiptronic
M96.20 2.5 150/204 Boxster
1999 M96.01 3.4 220/296 911 Carrera (996)

M96.20 2.5 150/204 Boxster
2000 M96.01 3.4 220/296 911 Carrera (996)

M96.02 3.4 220/296 911 Carrera (996) 4
M96.04 3.4 220/296 911 Carrera (996) 2/4
M96.22 2.7 162/217 Boxster
M96.21 3.2 185/250 Boxster S
Page 1.2 911 Turbo/GT2/GT3 Engine Repair


2001 M96.01 3.4 220/296 911 Carrera (996)

M96.02 3.4 220/296 911 Carrera (996) 4
M96.04 3.4 220/296 911 Carrera (996) 2/4
M96.22 2.7 162/217 Boxster
M96.21 3.2 185/250 Boxster S
M96.70 3.6 309/414 911 Turbo (996)
M96.70S 3.6 340/456 911 GT2 (996)
2002 M96.03 3.6 232/310 911 Carrera (996) 2/4/4S

M96.22 2.7 162/217 Boxster
M96.21 3.2 185/250 Boxster S
M96.70 3.6 309/414 911 Turbo (996)
M96.70S 3.6 340/456 911 GT2 (996)
2003 M96.03 3.6 235/315 911 Carrera (996) 2/4/4S

M96.23 2.7 168/225 Boxster
M96.24 3.2 191/256 Boxster S
M96.70 3.6 309/414 911 Turbo (996)
M96.70S 3.6 340/456 911 GT2 (996)
2004 M96.03 3.6 235/315 911 Carrera (996) 2/4/4S

M96.03S 3.6 254/340 911 Carrera (996) 2/4/4S (Special Model - 40 Year)
M96.23 2.7 168/225 Boxster
M96.24 3.2 191/256 Boxster S
M96.70 3.6 309/414 911 Turbo (996)
M96.70SL 3.6 355/476 911 GT2 (996)
M96.79 3.6 284/381 911 GT3 (996)
2005 M96.03 3.6 235/315 911 Carrera (996) 2/4/4S

M96.05 3.6 239/325 911 Carrera (997)
M97.01 3.8 261/355 911 Carrera S (997)
M96.25 2.7 176/240 Boxster (987)
M96.26 3.2 206/280 Boxster S (987)
M96.70 3.6 309/414 911 Turbo (996)
M96.70S 3.6 340/456 911 GT2 (996)
M96.79 3.6 280/381 911 GT3 (996)
2006 M96.05 3.6 239/325 911 Carrera 2/4 (997)

M97.01 3.8 261/355 911 Carrera 2/4 S (997)
M96.25 2.7 176/240 Boxster (987)
M96.26 3.2 206/280 Boxster S (987)
M97.21 3.4 217/295 Cayman S (987)
2007 M96.05 3.6 239/325 911 Carrera 2/4 (997)

M97.01 3.8 261/355 911 Carrera 2/4 S (997)
M97.20 2.7 180/245 Boxster (987)
M97.21 3.4 217/295 Boxster S (987)
M97.20 2.7 180/245 Cayman (987)
M97.21 3.4 217/295 Cayman S (987)
M97.70 3.6 353/480 911 Turbo (997)
M97.76 3.6 305/415 911 GT3 (997)
* The HP number over the years has been listed in SAE or DIN. (Kw to SAE HP factor is x 1.34, SAE HP to DIN HP factor is x 1.014)

Notes:

911 Turbo (996)
Subject Page
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
Crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Pistons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Camshafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Camshaft Adjuster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Valve Stroke Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
VarioCam Plus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Engine Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Engine Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11

911 Turbo (996)
Notes:

911 Turbo (996)
Engine
Component Location
1 - Oil reservoir
2 - Servo reservoir
3 - Steering hydraulics pump
4 - Coolant pump
5 - AC generator
6 - Oil filter housing
General 7 - Air conditioning compressor
M96.70 Power/Torque Diagram
The engine of the 911 Turbo is an evolution of the 6-cylin-

der Boxer engine from the 911 GT1. During development
of this new turbo engine, special attention was directed at
reducing fuel consumption while simultaneously increasing
the power output of the engine.
The outstanding features of the engine are:
l
Two-piece crankcase
l
Crankcase with 8 bearing points
l
Four-valve technology
l
Valve stroke control on inlet side with axial camshaft ad-
justment (VarioCam Plus)
l
Flat-base tappets with hydraulic valve clearance
compensation
l
Solid-state HT distribution with separate ignition coils for
each cylinder
l
Dry-sump lubrication with oil reservoir attached to
engine, oil returned via two suction pumps per cylinder
head, and one central oil return pump RPM
l Engine Data:
On-board diagnostic system world-wide
l
Reduction of fuel consumption
Displacement 3.6 I
Bore 100 mm
Stroke 76.4 mm
Power output 309 kW/414 HP
at engine speed 6000 rpm
Max. torque 413 ft lbs (560 Nm)
at engine speed 2700 - 4600 rpm
Compression ratio 9.4 : 1
Governed speed 6750 rpm
Fuel grade 93 Octane (Premium Unleaded)

911 Turbo (996)
Crankcase Torsional Vibration Damper
The crankcase is divided into two sections and is made of The torsional vibration damper is attached to the crank-
an aluminum/silicon alloy. The two halves of the crankcase shaft cone and is also designed as a belt pulley. Its task is
are machined together. It is, therefore, important to to absorb the torsional vibrations of the engine which are
ensure that the pairing numbers match when the crank- produced by inertia and gas forces.
case is assembled.
This is achieved by means of a rotating mass which is at-
tached to the steel hub via a torsionally resilient element.
The characteristic vibrations of the torsional vibration
damper counter and thus absorb the vibrations along the
crankshaft.
Intermediate Shaft
The intermediate shaft is driven by the crankshaft via spur

gears. In order to ensure that the engine runs smoothly
and to reduce wear, the gears are made of steel and man-
ufactured in pairs. The chain sprockets on the
intermediate shaft which drive the camshafts are made of
sintered steel.
Crankcase Components
A ring groove has been cut into the hole for the through
bolt of main bearing seat 7. It is a relief groove and
prevents oil from being discharged from the joint between
the two crankcase halves. It is important to ensure that
this groove is free of sealing compound and dirt particles.
The crankcase is bolted together with through bolts (7)

which are sealed by means of round seals (3 and 5) and
sealing washers (2 and 6). In addition, O-rings (4) are also
attached to the lower part of main bearing seats 2, 3, 4
and 5 in order to reduce vibration along the through bolts.
Crankshaft Location of Intermediate Shaft Code
The crankshaft is drop-forged. The shaft has full bearing The code on the intermediate shaft gear (arrow) and on
support, i.e. every connecting rod pin is supported by 2 the left half of the crankcase indicate tolerance group 0 or
main bearings, resulting in 8 main bearing points. Main 1 (eccentricity in the crankcase). At the end of the interme-
bearing 1 (flywheel end) is configured as a thrust bearing diate shaft is an intermediate part which is linked to and
so that it can absorb the axial forces acting on the crank- drives the oil pump. When the intermediate shaft and the
shaft. The structural design restricts the axial clearance to oil pump are fitted, it is important to ensure that the inter-
0.11...0.20 mm. mediate part has axial clearance. As with the 911 Turbo
(993), the double oil pump for the turbocharger is driven
The main bearings are supplied with lubricating oil directly via TORX gearing.
from the main oil gallery of the crankcase, whereas
connecting rod bearings 4, 1 and 5 are supplied with oil Notes:
from main bearing 1 and connecting rod bearings 3, 6 and
2 from main bearing 8 via a channel in the crankshaft. This
ensures a continuous supply of oil to the connecting rod
bearings.
After machining, the crankshaft is plasma-nitrided. This

elaborate surface treatment technique gives the main and
connecting rod bearing pins excellent surface properties.
The crankshaft has a stroke of 76.4 mm.

911 Turbo (996)
Connecting Rods Pistons
The connecting rods are the same as those used in the The molded light-alloy pistons have a diameter of 100
911 Turbo (993). mm. The fire land of the pistons is not smooth but rather
grooved in order to increase its surface area and thus to
Cylinders reduce the thermal load on the fire land. Furthermore, the
bearing surface of the pistons is coated with graphite to
In order to increase torsional rigidity, the two cylinder reduce the level of noise. The piston pin is on a full-floating
banks (each with 3 cylinders) are housed in a single cylin- bearing and oil spray is used for lubrication. The piston-pin
der case. In contrast to the previous model, these cylinder circlip is twist-locked.
cases are separate components and are not joined to the
crankcase.
Ring 1 - Taper-face ring 100 x 1.75mm

Cylinder Case and Sleeves Ring 2 - Stepped taper-face ring 100 x 1.75mm
Ring 3 - Bevel-edged ring with spiral-type expander (SSF
Cylinder sleeves made of aluminum and coated with ring)
Nikasil are used in the light-alloy cylinder cases. The
coolant chamber between the cylinder sleeves and
cylinder case is sealed by means of O-rings. The joint Notes:
between the crankcase and cylinder case is sealed using
coated triple-layer sheet-metal gaskets.
Notes:

911 Turbo (996)
Piston Cooling A separate inlet and exhaust camshaft is used for each
cylinder bank. These camshafts are driven directly by a
Oil spray jets are fitted in the crankcase to reduce the double roller chain. The chains are guided by plastic guide
temperature of the pistons. The jets have an opening pres- rails and hydraulic chain tensioners located at the
sure of approx. 1.8 bar to ensure that the engine oil pres- untensioned end of the chain. The inlet camshafts in the
sure is maintained at low engine speeds and high engine new 911 Turbo also have a valve stroke control on the
oil temperatures. inlet side in addition to the VarioCam Plus system (the sys-
tem is described in a separate section). This optimizes the
Cylinder Head compromise between maximum power output and
maximum torque while simultaneously reducing fuel
The cylinder heads are made of the extremely heat resis- consumption and improving running smoothness. A driving
tant light alloy RR350. The inlet and exhaust ports are flange for the oil suction pump is attached on the input
machined to improve the charge cycle and thus power outside of each exhaust camshaft.
put. The combustion chambers are designed as spherical
cups. Cylinder Head Gasket
The multi-layer steel gasket is completely covered with

high-temperature resistant plastic in order to enhance the
sealing quality of its surface. The advantage of this steel
gasket is that heat can be dissipated from the cylinder
head very efficiently.
Notes:
Cylinder Head Cut-out
The two inlet and two exhaust valves serving each cylinder
have a diameter of 41 mm and 35 mm respectively
around the valve disc. They are arranged in a “V” at an
angle of 27.4°. The diameter of the valve stem is 6 mm in
order to keep the moving masses of the valve gear as low
as possible. The exhaust valve stem is hollow and filled
with sodium to improve heat dissipation. Due to the power-
oriented valve timing and the associated high forces,
double valve springs are used to close the inlet and
exhaust valves. This also safeguards the engine speed
stability of the 911 Turbo engine which is designed for
high engine speeds.
VarioCam Plus System Layout

911 Turbo (996)
Camshaft Housing Solenoid Valve
The light-alloy camshaft housing is attached to the cylinder The solenoid valve is configured as a 4/3-way valve.
head. The inlet and exhaust camshafts are held in the It is actuated by the DME control unit.
camshaft housing by means of bearing brackets. The
bearing brackets and camshaft housing are machined Piston position: retarded
together and have pairing numbers. (minor valve overlapping)
Camshafts
The camshafts are hard-chilled components and hollow-

cast to reduce weight. The shank diameter of all
camshafts is 26.6 mm. The inlet valve stroke is variable
(3.0 mm or 10.0 mm).
Camshaft adjustment with valve stroke control

(VarioCam Plus)
The demands placed on the design of an engine, i.e.

increased performance, improved driving comfort, obser-
vance of legal emission limits and reduced fuel consump-
tion, result in contradictory construction criteria.
The idea behind the development of the VarioCam Plus

was to create a variable engine which can be optimized
both for maximum performance and for frequent use in
urban traffic or on country roads. A system to adjust the
inlet camshaft to vary the opening and closing time com- Piston position: advanced
bined with a valve stroke adjustment system is the solution (major valve overlapping)
to this problem.
Functional description of camshaft adjuster
The camshaft adjustment system is based on the principle

of a helical sliding gear which has a cylindrical component
(3) between the camshaft gear and camshaft stub. The
cylindrical component has helical gearing both inside and
outside. The inner gearing engages with matching gearing
on the inside of the camshaft gear (4). The outer gearing Notes:
engages with gearing (2) mated to the camshaft stub. At
the same time, the cylinder (3) forms a piston on the side
facing away from the camshaft. This piston can be moved
by oil pressure. A number of teeth have been removed
from the gearing to ensure that the oil pressure can act on
the piston instantaneously without loss. The component is
sealed with a sealing ring (1) and cannot be disassembled.
The oil pressure is regulated on both sides by means of a
4/3-way valve.

911 Turbo (996)
Functional description of valve stroke adjustment In the part-load range, the small valve stroke remains,
but engine timing is set to major valve overlap. As a result,
The valve stroke adjustment system consists of switchable a large volume of exhaust gas is drawn back for very
flat-base tappets which are actuated by means of an elec- smooth combustion and a reduction in consumption.
trohydraulic 3/2-way valve. Since two different cam
shapes are used on the camshaft, it is possible to select
the different cams (switching the flat-base tappets) so that
their respective valve stroke characteristics act on the
engine. These flat-base tappets are mounted on the inlet
side of the engine. The flat-base tappets consist of two
nested tappets which can be interlocked hydraulically by
means of a pin. Once interlocked, the inner tappet comes
into contact with the small cam and the outer tappet with
the large cam. An element for compensating the valve
clearance is always integrated in the power flow of the
tappet.
VarioCam Plus shown in part-load range – inner tappet controls valve

stroke (3mm valve lift) and camshaft adjuster unit is in “advance” position
(major overlap).
In the upper full-load range, the system is switched over

to both the large valve stroke and major valve overlap
which results in an uncompromising high torque and peak
power output.
The two individual systems of the VarioCam Plus (camshaft

adjustment and valve stroke control) are activated by the
DME 7.8 engine control unit.
Flat-base Tappet Cutout
Switching strategy of VarioCam Plus
In idle speed range, the valve stroke is switched to a

small cam of 3.0 mm and the cam timing is set to minor
valve overlap to optimize engine efficiency. This results in
reduced friction due to the small valve stroke; a greater
charge movement due to the short opening times, and
reduced exhaust gas scavenging into the combustion
chamber. These measures result in reduced fuel consump-
tion and lower exhaust emissions while simultaneously
improving idle speed quality. VarioCam Plus shown in upper full-load range – tappet is interlocked
(10mm valve lift) and camshaft adjuster unit is in “advance” position for
peak torque and power.
Notes:
VarioCam Plus shown in idle speed range – inner tappet controls valve
stroke (3mm valve lift) and camshaft adjuster unit is in “retard” position
(minor overlap).

911 Turbo (996)
The ME 7.8 engine control unit has been specially Notes:
developed for the requirements of the VarioCam Plus sys-
tem. The input variables (engine speed, position of accel-
erator pedal, engine oil temperature, coolant temperature
and gear detection) are needed to control the VarioCam
Plus. The driver’s torque and power requirements are com-
pared with the control unit maps and then a decision is
made as to whether the VarioCam Plus system has to be
switched and, if so, which configuration is necessary.
VarioCam Plus Operation Chart
1 - Idle-speed range
2 - Part-load range
3 - Full-load range
A - Torque (Nm)
B - Engine speed (rpm)
C - Power output (kW)
D - Torque curve
E - Power output curve
F - Road resistance in top gear
To ensure that the engine runs smoothly during a switching

operation, major adjustments are required in the engine
control system. The engine is designed in such a way that
maximum vehicle speeds of approx. 150 km/h (90 mph)
are possible with the small valve stroke. In the case of the
large valve stroke with power-oriented engine timing,
speeds of over 300 km/h (180 mph) are possible.
The switching operation inside the engine must, however,

go unnoticed by the driver, despite the major change in
configuration. This is only possible with modern control
units and powerful processor technology. In addition, an
electronic accelerator pedal is also required.

911 Turbo (996)
Oil Circuit
1 - Oil reservoir 14 - Turbocharger

2 - Pressure pump 15 - Double suction pump
3 - Safety valve 16 - Camshaft adjuster
4 - Oil filter 17 - Valve stroke adjuster
5 - Oil pressure sensor 18 - Oil return pump
6 - Oil-to-water heat exchanger 19 - Non-return valve
7 - Pressure limiting valve
8 - Crankshaft
9 - Piston spray jet
10 - Chain tensioner
11 - Camshaft
12 - Flat-base tappet
13 - Suction pump

911 Turbo (996)
The 911 Turbo engine has a dry-sump lubrication system Oil Pumps
with separate oil reservoir (1). A double oil pump, which is
driven by the intermediate shaft, is fitted in the crankcase. Due to the design of the engine, a large quantity of oil
The pressure pump (2) draws the oil out of the oil could collect in the cylinder head during extreme cornering
reservoir (1) and supplies oil to all bearing points, chain manoeuvres. To prevent this, each cylinder head has its
tensioners (10), cam surfaces, hydraulic flat-base tappets, own non-return pump (18) to draw off any excess oil.
camshaft adjusters (16) and the piston spray jets (9) used
to cool the pistons. The suction pump (13) is fitted in the
same housing as the pressure pump (2). It draws the
foaming oil out of the crankcase via two suction snorkels
and feeds it back to the oil reservoir (1).
Since the pump has a low level of efficiency (on account of

the air in the oil that it pumps), it must be dimensioned
accordingly. A double suction pump (15), which draws oil
out of the two turbochargers and is driven via the interme-
diate shaft, is fitted in the coolant pump housing.
The engine oil is filtered before it enters the engine by Oil Pump Construction
means of a filter (4) fitted on top of the engine in the main
oil gallery. For safety reasons, a pressure relief valve (7) The principle of cross-flow cooling is implemented to
and safety valve (3) are fitted in the main oil gallery. The ensure uniform distribution of the coolant. This prevents a
pressure relief valve (7) is located in the right-hand half of difference in temperature between the individual cylinders.
the crankcase, opens at 5.3 bar and then allows the oil to
pass into the inlet port until the pressure drops again. The Cooling System
safety valve is fitted in the oil circuit immediately
downstream of the pressure pump outlet. Its task is to
function as a safety valve if the pressure relief valve should
fail. The opening pressure is 9 bar in order to prevent
damage to the sealing rings, oil-to-water heat exchanger
(6) and the oil circuit.
Non-return Valve
Due to the extremely low position of the turbochargers, an

additional non-return valve (19) has been integrated in the
engine oil circuit to prevent the oil in the oil reservoir from
emptying into the crankcase. This ensures that the
turbochargers are not flooded with oil from the crankcase
when the vehicle is parked on an incline. The non-return
valve is located in the intake pipe of the engine.
Engine Oil Change Interval
The change interval for the engine oil is 20,000 km

(12,000 miles). The change interval for the filter is 40,000
km (25,000 miles).
Notes: 1 - Coolant pump 8 - Shut-off valve

2 - Crankcase 9 - Bleeder pipe (engine)
3 - Thermostat 10 - Bleeder pipe (radiator)
4 - Radiator 11 - Oil-to-water heat exchanger
5 - Heat exchanger (Tiptronic only)
6 - Oil-to-water heat exchanger 12 - Shut-off valve (Tip.only)
7 - Expansion tank
The coolant expansion tank is located on the left-hand side

of the engine compartment.

911 Turbo (996)
Notes:

911 Turbo (997)
Subject Page
Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Pistons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Fuel & Igniton General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Fuel Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Fuel Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Air Intake . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Charge Air Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Boost Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Turbocharger With Variable Turbine Geometry . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Electric Boost Pressure Adjuster . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
Sports Chrono Package . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Secondary Air Injection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
VarioCam Plus . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Electric Auxiliary Water Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24
Electric Fans . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25

911 Turbo (997)
Notes:

911 Turbo (997)
Engine Power/Torque Diagram
Engine Data:
Displacement . . . . . . . . . .3,600 cm3

General Bore . . . . . . . . . . . . . . . . .100 mm
Stroke . . . . . . . . . . . . . . .76.4 mm
M97.70 Power output . . . . . . . . . .480 bhp (353 kW)
At engine speed . . . . . . . .6,000 rpm
The engine of the new 911 Turbo, with its 3.6 liter Max. torque . . . . . . . . . . .460 ft lb. (620 Nm)
displacement, is a further development based on the 911 At engine speed . . . . . . . .1,950 - 5,000 rpm
Turbo (996). Porsche used a variable-geometry Max. torque (Overboost) . . .505 ft lb. (680 Nm)
turbocharger for the first time with this engine. This tech- At engine speed . . . . . . . .2,100 - 4,000 rpm
nology permits extremely fast boost pressure build-up with Compression ratio . . . . . . .9.0 : 1
good response characteristics, high torque values even at Governed speed . . . . . . . .6,750 rpm (6th gear 6,800 rpm)
low engine speeds and over a wide rpm range, as well as Idling speed . . . . . . . . . . .740 +/- 40 rpm
high maximum power combined with low fuel consump-
tion.
Summary of Modifications
• Variable-geometry turbocharger
• Higher power and torque values
• Component reinforcement
• Overboost function in conjunction with the “Sport Chrono
Package Turbo” option
• Advanced VarioCam Plus
• Further developed dry sump lubrication with 9 oil pumps
• Increased cooling performance, including 2-stage oil
cooling
• Enhanced charge air cooling

911 Turbo (997)
Crankshaft Piston Rings
A reduction in weight was achieved through a deeper Three-part rail rings are used as oil scraper rings on the
central bore in the crankshaft on the pulley side. new 911 Turbo in order to reduce the “blow by” gases,
which results in a reduction of oil consumption. These very
Connecting Rod Bearings thin rings are able to adapt themselves optimally to the
cylinder shape, thereby optimizing sealing quality.
“Sputtered bearings” are mounted on the rod side as
connecting-rod bearings. Sputtered bearings are high- Cylinder Base Seal
performance bearings. Higher engine output powers
require materials with a significantly higher fatigue A three-part cylinder base seal is used here in order to
strength, lower wearing rate, and good corrosion resis- improve the sealing quality between the crankcase and the
tance at high temperatures, particularly for the connecting- cylinder housing. The seal of the new 911 Turbo is 0.3
rod bearings. mm thicker than the seal used in the past.
These complex requirements are met by way of cathode Cylinder Housing

sputtering. Micro-particles are ejected from a donor
material in a high vacuum. These particles are applied The cylinder housing and cylinder sleeves have been
uniformly to the part which is to be coated using electro- shortened by 0.3 mm in order to maintain the same
magnetic fields. These magnetron layers are character- overall cylinder height and compression ratio.
ized by extremely fine distribution of the individual struc-
tural elements. The basis is the already known three- Valve Drive
component bearing. The sputtered bearing has a conven-
tional bearing structure, with the top plated layer replaced The new 911 Turbo uses a rotary-vane vane actuator,
with a sputtered lining. familiar from the 911 Carrera, for continuous adjustment
of the intake camshaft. The adjustment range of the
Note: actuator is 40° crank angle.
Two lugs are provided for the twist lock in order to ensure
that the sputtered bearings are mounted on the rod side. The small valve lift was increased from 3.0 mm to 3.6 mm
In addition, the identification “Sputter” is provided on the in order to make more efficient use of the advantages of
rear of the bearing. VarioCam Plus with continuous camshaft adjustment and a
larger adjustment range compared with the 911 Turbo
Connecting Rods (996) with respect to consumption, output and exhaust
emissions. The large valve lift was left at 10.0 mm.
The connecting rods have been left practically unchanged,
apart from the fact that two grooves have been incorpo- Valve Springs
rated on the rod side for the sputtered bearing twist lock.
The exhaust backpressure is also increased as a result of
Pistons the increase in the boost pressure in order to achieve
higher torque and power output in the middle rev range.
The pistons are of a symmetrical design; arrows are The valve spring assembly was modified in order to ensure
provided on the piston crown to indicate the installation that the exhaust valves are reliably closed.
position. When installing the pistons, it must be ensured
that these arrows point in driving direction. This was achieved by a progressive design without
increasing the friction losses or producing excessive
pressure at the contact point between the cam and
tappet.

911 Turbo (997)
Flat-base Tappets Chain Drive
The shape of the hydraulic tappets on the exhaust side The timing chains have been lengthened by two chain links
has been optimized by providing them with a reinforced compared with the previous engine in order to compen-
base while leaving the overall weight unchanged in order sate for the thermal expansion of the engine. As a result, it
to guarantee the service life of the tappets. was also necessary to adapt the guide rails and chain
tensioners.
Camshafts
Vacuum Pump
The camshafts and timing have been optimized for the
new engine. Similar to the current 911 generation, the new 911 Turbo
also has a mechanically driven vacuum pump that uses
Timing in retarded setting at 1 mm valve lift and rotary vane technology. This replaces the conventional
zero play: vacuum amplifier to provide the vacuum for the brake
booster and for activating various switching valves. It is
Intake opens, large stroke . . . . . . . . .20° before TDC located on the cylinder head of cylinder bank 1-3 and is
Intake closes, large stroke . . . . . . . .50° after BDC driven by the corresponding exhaust camshaft.
Intake opens, small stroke . . . . . . . .30° after TDC
Intake closes, small stroke . . . . . . . .30° before BDC Oil Supply
Exhaust opens . . . . . . . . . . . . . . . . .40° before BDC
Exhaust closes . . . . . . . . . . . . . . . . .9° before TDC The oil supply of the new 911 Turbo is provided by way of
the familiar and proven dry sump lubrication. An additional
oil extraction pump is installed in the front area of the
crankcase since the extreme deceleration values of this
vehicle can result in oil collecting in this area.
Notes:

911 Turbo (997)
Cooling
In order to take into account the higher cooling require-

ment of the engine oil on the new 911 Turbo, the waste
heat is now dissipated into the coolant by way of two oil- For the first time the bearing housings of the
water heat exchangers instead of one (996 Turbo). As a turbochargers on the new 911 Turbo are cooled with
result, it was possible to increase the cooling performance coolant . This takes place by way of a separate electrically
by more than 15 %. operated pump, which is mounted on the engine behind
the secondary air pump (see illustration below, red arrow
The second heat exchanger is located in the return line to “P”). This increases coolant throughput at low engine
the oil tank. This arrangement reduces any possibility of speeds in accordance with the cooling requirement, and
increased resistance from the second heat exchanger, and also permits efficient cooling of the highly loaded
ensures that the engine is adequately supplied with oil. In turbochargers when the engine is stopped after the vehicle
addition, heat transfer to the coolant and therefore also has been driven with high power demands.
the cooling performance is increased since the tempera-
ture in the return line is higher than in the oil pressure line. Notes:
Routing of the coolant lines ensures optimum distribution
to the heat exchangers and other fluid-cooled compo-
nents.
The heat from the coolant is dissipated to the environment

by way of side radiator modules located on the left and
right in front of the front wheels, as well as a center
radiator in the front end. During aerodynamic development
of the front end, particular attention was paid to increasing
the cooling air throughput in order to permit dissipation of
the additional heat produced by the increased engine
power while keeping the radiator dimensions unchanged.

911 Turbo (997)
Fuel & Ignition System
General
With the new 911 Turbo, Porsche is using a turbocharger

with variable turbine geometry on an gasoline fueled
engine for the first time. The new 911 Turbo demonstrates
once again the pioneering expertise of Porsche, particu-
larly in engine and drive engineering. Exhaust-gas
turbocharging is the characteristic feature of a 911 Turbo.
The new 911 Turbo sets new standards in the competitive
arena with a turbocharging technology for gasoline Engine Data:
engines which represents a new development for Porsche.
The focus here is on new developments and modifications n – Engine speed (rpm)
compared with the 911 Turbo (996). Additional detailed P – Engine power (kW)
information can be found in the Service Information M – Engine torque (Nm)
Technik booklets for the 911 Turbo (996), 911 Carrera
(997) and 911 Carrera 4 (997). Max. power: 480 bhp (353 kW) at 6000 rpm
Max. torque: 460 ft lb. (620 Nm) at 1950 to 5000 rpm
Development Objectives with Overboost *: 505 ft lb. (680 Nm) at 2100 to 4000 rpm
Max. engine speed: 6750 rpm (6th gear 6800 rpm)
The goal for the new 911 Turbo was to maintain the Idling speed: 740 +/-- 40 rpm
leading position against the competition, particularly in the
areas of Porsche’s expertise. * Only in conjunction with the "Sport Chrono Package Turbo"
option
The following modifications were made in Group 2
compared with the 911 Turbo (996): Motronic Control Unit ME 7.8.1
• Use of a turbocharger with variable turbine geometry to The further-developed Motronic control unit ME 7.8.1 is
improve response. used worldwide. It is based on the ME 7.8 of the 911
• Fuller torque curve, particularly in the lower rpm range. Turbo (996) and the further development of the current
• Increased maximum torque + 45 ft lb. (60 Nm) and + 90 911 generation. The new Motronic control unit features a
ft lb. (120 Nm) with Overboost in conjunction with the processor speed of 40 MHz with a memory capacity of
option Sport Chrono Package Turbo). 1 MB.
• Increased engine power (+ 60 bhp).
• Significantly improved driving performance. Electronic Accelerator Pedal Unit
• Reduced fuel consumption.
• Low exhaust emissions (environment). The 911 Turbo (997) is provided with an electronic accel-
erator pedal unit from the current 911 (997) series.

911 Turbo (997)
DME Power Supply Fuel Supply
The power supply of the DME control unit is the same as in Fuel
the current 911 (997) series. The assignment of the fuse
carrier, as well as relay carriers 1 and 2, can be found in The engine is designed for operation with unleaded
the circuit diagram on the PIWIS Tester. Premium Plus fuel (RON 98), (RON 95 with restricted
performance).
Starting The Engine
Fuel Tank
In order to start the engine it is necessary, after the
ignition key has been identified, to fully depress the clutch The tank of the new 911 Turbo corresponds to that of the
pedal (vehicles with manual gearbox) or the brake pedal current 911 Carrera 4 models. With a refill volume of
(Tiptronic vehicles). In Tiptronic vehicles, the selector lever approx. 17.6 gals. (67 liter), this has a capacity of approx.
must additionally be set to either “P” or “N”. .75 gal. (3 liter) more than the tank of the 911 Turbo
(996). The fuel level for the fuel reserve is 2.6 gals. (12
CAN Networking liters). The 911 Turbo (997) still has a return line from the
pressure regulator in the engine compartment to the fuel
As in current (987/997) models, electronic networking in tank. The battery and the battery tray must be removed in
the new 911 Turbo facilitates the exchange of data and order to access the new position of the return line connec-
electronic information between the various control units tion.
throughout the vehicle via the internal high-speed network,
the CAN bus (Controller Area Network).
CAN Communication For The Motronic Control Unit

(DME)
On the 911 Turbo (997), diagnosis of the DME control unit

is performed for the first time via CAN.
The DME control unit communicates with the

following control units via CAN:
• Gateway control unit

• Driver authorization control unit
• Tiptronic control unit
• PSM control unit P1 Fuel pump 1
• PTM control unit P2 Fuel pump 2
• Steering angle sensor SSP1 Sucking jet pump, right
• Yaw velocity sensor SSP2 Sucking jet pump, left
• Airbag control unit H Pressure holding valve
• Air conditioning control unit V Distributor valve
D Pressure side to engine
R Return line from pressure regulator

911 Turbo (997)
Fuel Pumps Fuel Filter
The fuel tank of the 911 Turbo (997) has 2 fuel pumps
which are integrated into the common pump chamber
(tandem pump). The fuel pump 1 delivers 1 qt. (1.1 liters)
in 30 seconds, and fuel pump 2 delivers 1.4 qts. (1.5
liters) in 30 seconds. The two fuel pump relays are
activated as required by way of switching points in the
DME control unit.
Fuel pump 1 runs with a tank content of less than 13.7

gal. (52 liters). Fuel pump 2 is activated when a computed
fuel requirement of greater than 26 gal/h (100 l/h).
Fuel pump 2 runs with a tank content of greater than 13.7 The fuel filter is located on the left-hand side of the engine
gal (52 liters). Fuel pump 1 is activated when a computed compartment and must be changed every 60,000 miles
fuel requirement of greater than 37 gal/h (140 l/h). (90,000 km) or after 6 years.
The fuel is pumped out of the tank pockets by the two
sucking jet pumps. The high-pressure sucking jet pump on Fuel Pressure Regulator
the right side of the vehicle is supplied only by fuel pump
1. The low-pressure sucking jet pump on the left side of The fuel pressure regulator is installed on the fuel distrib-
the vehicle is operated by one or both pumps depending utor rail on the right (cylinder row 4 - 6 or bank 2) in the
on the fuel level and load condition. The quantity of fuel engine compartment. A return line runs from the fuel
delivered by both fuel pumps can be checked as pressure regulator to the fuel tank. The Technical Manual
described in the Technical Manual. describes how to check the fuel pressure. The holding
pressure should be > 29 psi (2 bar) after 1 hour.
Unless fuel requirement

is greater than 37 Gal/h Notes:
then pump 1 also runs.
Full Tank (17.6 Gals.)
Pump 2
1.4 qts/30 sec.
Approx. 13.7 Gals)
Pump 1
1.0 qts/30 sec.
Empty Tank
Unless fuel requirement

is greater than 26 Gal/h
then pump 2 runs.

911 Turbo (997)
New EV-14 ST Injection Valve Ignition System
The individual ignition coils and spark plug connectors are

the same as for the previous model.
Spark Plugs
The advanced EV 14 ST Extended Tip injection valve from

the EV series is used. This new 6-hole injection valve has
another injection point located in the intake pipe, which
results in an even better mixture preparation and therefore
a reduction in emissions.
New spark plugs are installed. These double-platinum
spark plugs (center and ground electrodes are made of
platinum) operate in accordance with the air gap principle.
The change interval for the spark plugs is 40,000 miles
(60,000 km) or after 4 years.
Notes:
Tank Ventilation System
The compact tank vent valve (TEV-5) in the engine

compartment is designed for a higher throughput, espe-
cially in the case of small pressure differences compared
with the previously installed valve (TEV-2). The tank vent
line is routed directly from the tank vent valve into the
intake pipe.
Carbon Canister
The functionality of the tank vent systems/carbon canister

corresponds to that of the 987/997 vehicles. USA
vehicles have a carbon canister with tank leakage diag-
nostic module (DM-TL) which is located in the front
luggage compartment.

911 Turbo (997)
Intake Air Side, Air Routing 2 Hot-film Mass Air Flow Sensors HFM 5-6.4
Rear Lid
One hot-film mass air flow sensor HFM 5-6.4 is located in

The inner part of the lid has two separate intake ducts each of the turbocharger intake pipes on the left and right
which are routed to the air cleaner housing. behind the air cleaner. The mass air flow sensors are
matched to the overall air mass of the engine. Each of the
Air Cleaner two mass air flow sensors can measure an air mass of up
to 800 kg/h.
The air cleaner housing and the air cleaner element were
newly developed for the new 911 Turbo. The air cleaner Diverter Control
housing was lined inside with foam in order to obtain an
optimum intake sound. It was possible to reduce the
intake resistance and optimize the charge cycle by way of
the 2-channel intake via the rear lid, the new air cleaner
element and two separate intake pipes to the
turbochargers on the left and right.
In addition, it was also possible to reduce the frequency of

cleaner replacement. The air cleaner element now has to
be replaced only every 40,000 miles (60,000 km) or after
4 years. The top part of the new air cleaner (housing) has
been provided with a design cover made of aluminium to
visually upgrade the engine compartment. This cover is
embossed with the logo “VARIABLE TURBINE GEOMETRY”.
When the throttle is closed quickly (deceleration), the

boost pressure increases in the pressure system in front
of the throttle because the compressor of the
turbocharger continues running. The new 911 Turbo (997)
is also equipped with a diverter valve for each cylinder
bank to blow off the excess boost pressure. In contrast to
the 911 Turbo (996), however, this is not accommodated
separately, but is integrated in a space-saving and
compact manner in the compressor housing of the
turbocharger. The Motronic control unit activates the
electro-pneumatic switching valve, which then opens the
diverter valve by means of a vacuum.

911 Turbo (997)
Charge Air Cooling Charge Air Coolers
Flow Duct To Charge Air Cooler The charge air coolers have been further developed
compared with the 911 Turbo (996) and the air flow onto
the cooler surfaces improved. The result is more efficient
charge air cooling and therefore higher power and torque
values.
The inlet trim elements in the rear side panels were

modified. These possess a characteristic design for the
new 911 Turbo, including an additional bar in the middle of
the inlet duct. The form and position of this bar were
specially designed, and the bar does not hamper air flow
into the flow duct in spite of the slight reduction in the L - Air cleaner
cross-section of the inlet. In addition, the manufacturing HFM 1 - Mass air flow sensor, left
method for the plastic parts was modified to achieve an HFM 2 - Mass air flow sensor, right
increased duct cross-section with lower production toler- TL 1 - Turbocharger, left
ances. The result is a reduction in flow resistance by TL 2 - Turbocharger, right
approx. 10 % combined with a higher air throughput. LLK 1 - Charge air cooler, left
LLK 2 - Charge air cooler, right
DS - Boost pressure sensor
Outgoing Air Routing Through The Rear Apron
The outlet openings for the outgoing air of the charge air
coolers were provided with a new design in the completely
newly developed rear apron.

911 Turbo (997)
Boost Pressure Sensor/Intake Air Temperature cylinder head. In addition, the dimensioning of the intake
Sensor distributors was adapted to the new turbocharger
concept. The intake distributor of the new 911 Turbo has
a silver paint finish to improve the engine compartment
design. A weight saving of approx. 4.4 lbs. (2 kg) was
achieved for the intake system compared with the 911
Turbo (996).
Turbocharger With Variable Turbine Geometry
The boost pressure sensor measures the pressure

upstream of the throttle adjusting unit (electronic throttle)
as well as the air temperature before the air enters the
intake system, and supplies this information to the DME
control unit. The boost pressure is controlled by way of
the position of the vanes in the turbocharger. Throttle
adjusting unit (electronic throttle) The throttle adjusting unit
(electronic throttle) has a diameter of 74 mm. The exceptional driving performance is due above all to
the newly developed turbocharger technology of the six-
Intake System cylinder engine. By using extremely high-temperature
resistant materials, it was possible to develop an exhaust
turbocharger with variable turbine geometry which is
capable of withstanding the high exhaust temperatures
produced by gasoline fueled engines of up to 1832° F
(1000° C). A turbocharger with variable turbine geometry
combines the respective advantages of small and large
turbochargers, and permits optimum utilization of the
exhaust energy for charging at any engine operating point;
in addition, there is no longer any need for wastegate
valves.
The result of the new technology is a significant increase

in torque and performance: the opposed cylinder engine
delivers 480 bhp (353 kW) at 6,000 rpm, 60 bhp (44 kW)
Both the intake pipes from the air cleaner to the more than the engine of the previous model, and this with
turbocharger and the pressure pipes from the an unchanged displacement of 3.6 l. At the same time, the
turbocharger to the throttle were modified with respect to nominal torque increases from 415 ft lbs (560 Nm) to 460
their flow properties and the flow resistances reduced. ft lbs (620 Nm) in a much wider rpm range: On the new
The intake distributor is still made of plastic and is now Turbo, the maximum value is now in the range between
produced in one piece. Compared with the intake distrib- 1,950 and 5,000 rpm.
utor of the 911 Turbo (996) with a separate intake pipe
support made of aluminium, the one-piece design offers
weight advantages and improved flow transitions to the

911 Turbo (997)
Variable Turbine Geometry Technical Principle
The greatest development potential for exhaust

turbochargers is solving the conflict between good
response at low engine speeds and high specific perfor-
mance values at high engine speeds. Variable turbine
geometry with variable vane adjustment in front of the
turbine wheel has shown itself to be the optimum solution
for further improving turbocharger response and thereby
the response of the turbocharged engine.
The new 911 Turbo with variable turbine geometry again

sets new standards for Otto engines with exhaust
turbocharging.
Technical Challenge
The design of variable turbine geometry is based on On the new 911 Turbo, the boost pressure is controlled
adjustable vanes which guide the exhaust mass flow from only by adjusting the vanes (without bypass valve). This is
the engine onto the turbine of the turbocharger in a done by way of an adjusting ring, which is actuated by an
variable and targeted manner. The use of variable turbine electric servo motor via a coupling rod (one "boost
geometry for Otto engines is made more difficult by the pressure adjuster" per turbocharger).
significantly higher exhaust temperatures. Compared with
temperatures of approx. 1472° F (800° C) in the case of Notes:
diesel engines, the maximum exhaust temperatures at the
turbine inlet on Otto engines with exhaust turbocharger are
significantly higher at approx. 1832° F (1,000° C). This
leads to considerable additional stressing of the material
and high demands on design realization. The delicate
adjusting elements of the vanes in the hot exhaust stream
are particularly critical. In addition to the high-temperature
resistance of individual components, it is also necessary
to take into account high temperature fluctuations in
design.
In view of a possible temperature range from cold starting

at -20 F (-30° C) up to a maximum regulated exhaust
temperature (at the turbine inlet) of approx. 1832° F
(1,000° C), it is necessary to take into account the
different material expansion factors and safeguard the
functioning of the entire adjustment system, including the
many individual components. This is guaranteed, by
selection of suitable materials, oil cooling, as well as by
additional water cooling of the bearing housing. This can
be activated via the Motronic system by an electric
coolant pump both at low speed (< 2,000 rpm) combined
with high coolant temperature (> 208° F/98° C) as well as
after the engine is switched off.

911 Turbo (997)
Small turbochargers have good response characteristics The variable vane gap is achieved by turning the adjusting
(small "turbo lag") due to the small acceleration mass of ring and thus turning the vanes. A small vane gap reduces
the turbine wheel and the high flow momentum of the the flow cross-section. The resultant higher gas speeds
exhaust gas. This momentum is generated in the turbine mean that the exhaust gas is directed onto the turbine
housing in the transition to the turbine wheel by way of vanes with high momentum. The turbine wheel therefore
small flow cross-sections with high flow speeds. However, rotates more quickly and drives the compressor wheel
the small flow cross-sections in both the turbine housing located on the same shaft. This in turn compresses the air
and turbine wheel increase the flow resistance for high air which is supplied to the engine for combustion. As a
throughputs and therefore high engine speeds, and also result, the engine receives more air more quickly and
produce high exhaust backpressures ("choking"). As a accelerates more dynamically.
result, the maximum engine power is limited.
Vane Adjustment
Large turbochargers have poor response characteristics
(large "turbo lag") due to the high acceleration mass of the Adjustment of the vane system and of the vane gap allows
turbine wheel and the low flow momentum of the exhaust the exhaust mass flow to be directed onto the turbine
gas. In contrast to small turbochargers, however, the wheel with maximum effectiveness for every operating
exhaust backpressures are lower for high air throughputs point throughout the whole rpm range, thereby allowing
due to the larger flow cross-sections in the turbine housing the boost pressure to be adjusted to the corresponding
and turbine wheel. This results in less exhaust work for the setpoint value. This control technology combined with
pistons, as well as an improved charge cycle with a lower selection of a suitable turbine size makes it possible to
residual gas amount in the cylinder and better cylinder dispense with the bypass valve (wastegate) usually
filling, for example. This results in a higher maximum required for engines with exhaust gas turbocharging.
engine power. Adjustment of the turbine vanes does not just change the
vane gap, it also changes the impact angle of the exhaust
Vane Adjustment System gas on the vanes. This variable impact angle assists the
dynamic response of turbocharging using variable turbine
The principle of variable turbine geometry is essentially geometry.
based on the following two physical characteristics:
• Variable vane gap

• Variable air impact angle
The adjustment system with adjusting ring and movable

vanes is the mechanical heart of an exhaust turbocharger
with variable turbine geometry. It consists of 11 adjustable
vanes which are interconnected by the adjusting ring. The
adjusting ring is connected in turn via a coupling rod with
the electric servo motor which is responsible for control-
ling adjustment of the vanes.
With variable turbine geometry, small turbochargers are

simulated by closed vanes (small vane gap) and large
turbochargers by open vanes (large vane gap). With the
respective advantages, variable turbine geometry permits
both very good response with high torque values even at
low speeds, as well as high output values at high speeds.
The high torque is therefore available for a significantly
larger rpm range.

911 Turbo (997)
Vanes Closed Vanes Open
Small vane gaps do not just result in higher gas speeds in If the exhaust mass flow increases (increasing engine
the vane gap. In this vane position, the impact angle of the speed and load), the vanes are opened by the DME control
exhaust gas on the turbine vanes is more direct and unit according to a control map when the desired
therefore produces higher angular momentum of the (maximum) boost pressure is reached. The adjustment
turbine wheel. If the vanes are closed at low engine duration for the vanes from open to closed and vice versa
speeds, the exhaust gas is accelerated in the small air is only approx. 100 milliseconds.
gap and impacts on the turbine wheel radially with high
energy. As a result, the compressor wheel located on the Notes:
same shaft is accelerated quickly and increases the boost
pressure. This in turn leads to good response characteris-
tics of the turbocharger and thus high dynamic engine and
vehicle acceleration.

911 Turbo (997)
Electric Boost Pressure Adjuster Design Of Electric Boost Pressure Adjuster
A precondition for optimum functioning of a turbocharger M - Electric motor (DC)

with variable turbine geometry in conjunction with an S - Sensor magnet
gasoline fueled engine is adjustment or control by an G - Spur gear drive
electric boost pressure adjuster. This is bolted directly
onto the turbocharger and actuates the above-described The boost pressure adjuster consists of an aluminium
adjusting ring with the integrated, electronically controlled housing, which accommodates the DC motor with sensor
servo motor via a short coupling rod. magnet as well as a two-stage spur gear drive with a drive
shaft/lever. A two-stage spur gear drive is connected
The most important advantages compared with the between the DC motor and drive shaft. An aluminium
pneumatic adjusting devices used for diesel engines cover with glued-in bonded hybrids and a screwed-in four-
are as follows: pin connector is screwed onto the housing. The hybrid
electronic components are designed for an operating
• Fast reaction time (delay max. 100 ms). temperature from - 40° F (- 40° C) to 266° F (130° C).
• Optimum response characteristics.
• Freely selectable vane position independently of the Notes:
pressure in the system.
• Optimum control quality of the desired boost pressure.
• Control possible without overshoot.
• Optimum diagnosis and fault detection.

911 Turbo (997)
Position Sensor Diagnosis Of Electric Boost Pressure Adjuster
The electric boost pressure adjuster features an inte-

grated diagnostic function which transmits a fault to the
A contactless incremental Hall sensor is used to detect DME control unit by way of a corresponding pulse/duty
the position of the output shaft. The hybrid electronics ratio.
integrated in the adjuster housing is responsible for
position control and control of the DC motor. The sensor • The nominal mechanical adjustment range or control
magnet wheel is mounted on the DC motor shaft, while the range ( R ) extends from 20 % (vanes open) to 80 %
sensor (pick-up) itself is located on the hybrid electronics. (vanes closed).
The main advantage of the contactless sensor is freedom • The pulse/duty ratio is approx. 40 % when the ignition is
from wear. switched on.
• The pulse/duty ratios 0 % to 19 % and 81 % to 100 %
In addition to digital position control and related are special pulse/ duty ratios for diagnostic routines ( D
setpoint/actual value evaluation and driver control, the ) and for teaching the adjusting device.
electronic components also perform actual value output as
well as diagnostic and fault detection routines. Boost Pressure Adjuster Test
Each boost pressure adjuster is connected to the DME When the ignition is switched on, the function "Test boost
control unit by two signal lines. The DME control unit pressure adjuster" is available on the PIWIS Tester in the
sends a setpoint (PWM signal) or special pulse/duty ratios DME control unit under the system test function. A corre-
(e.g. command to travel to and learn end stops) via one of sponding fault is entered after this test in the event of
the lines. The electric boost pressure adjuster then sends malfunctions.
the actual value (PWM signal) and special pulse/duty ratios
(self-diagnosis of electric adjuster for fault memory entry In order to check functioning of the adjusting device, the
in the DME) to the DME via the other line. electric boost pressure adjuster is supplied with a
pulse/duty ratio of 16 % and 84 % after the ignition is
Control By The Motronic Control Unit ME 7.8.1 switched off. The function test is also audible for the
customer.
Optimum adjustment angles are set by way of functions in
the engine control unit depending on the engine operating Teaching The Electric Boost Pressure Adjuster
point, so that the target engine torque is reached as
quickly as possible. The optimum vane positions for It is necessary to perform adaptation of the electric boost
maximum efficiency were determined for the complete pressure adjuster if a turbocharger or the electric boost
engine map as part of extensive application work. The pressure adjuster itself is replaced. When the ignition is
goal was above all to optimize the response behavior switched on, the function "Boost pressure adjuster adapta-
particularly for dynamic acceleration. Variable turbine tion" is available on the PIWIS Tester in the DME control
geometry allows a full torque characteristic to be achieved unit under the system test function. During this adaptation,
even at low engine speeds and also provides a wide power the mechanical limit stops (20 % and 80 %) are taught
spectrum in the nominal output range. again and stored in the boost pressure adjuster.

911 Turbo (997)
Adaptation Of Boost Pressure Control Table Of Boost Pressure And Speed Thresholds
The boost pressure is a variable which is influenced by

engine tolerances and ambient conditions. The following
ambient conditions influence the boost pressure with
respect to the maximum engine torque, protection of the
engine and turbocharger as well as fault entries.
• Air pressure (the boost pressure is adapted from an

altitude of
> 5,900 ft (1,800 m) in order to protect the compo-
nents of the turbocharger). plsol – Boost pressure in mbar
• Ambient temperature and intake air temperature (charge nmot -- Engine speed in rpm
air temperature) (the boost pressure is reduced at an
ambient temperature Partial Load Adaptation
< approx. 32° F (0° C), or a charge air temperature <
approx. 50° F. The adaptation ranges 0 / 3 / 6 / and 9 are available for
(10° C). partial load or reduced full load due to ambient conditions
• Fuel quality (knock resistance under thermodynamic (e.g. poor fuel quality).
loading).
Full Load Adaptation
The adaption ranges 0 to 11 are available for boost
pressure adaptation. These are divided into 3 load ranges The adaptation ranges 1 / 4 / 7 / and 10 are provided for
(boost pressure) and 4 engine speed ranges. Adaptation full load under normal conditions.
of +/- 15 % is possible for each range before a fault is
entered. Full Load With Overboost
Notes: The adaptation ranges 2 and 5 are available for full load
with Overboost (Sport Chrono activated). The adaptation
ranges 8 and 11 are not normally adapted.

911 Turbo (997)
Sport Chrono Package Turbo (Optional) thermal stressing. This is due in particular to the continu-
ously rising charge air and combustion chamber tempera-
tures.
The Overboost function is restricted to 10 seconds in

order to take these factors and the maximum component
loading into account. After this time, the original full-load
boost pressure without Overboost is restored. The
Overboost function can be reactivated again as soon as
the engine load is relieved briefly by the throttle closing
(e.g. after a gearshift).
The Sport Chrono Package Turbo is offered for the first

50 mph
time for the new 911 Turbo. The package contents corre-
spond to those of the Sport Chrono Package Plus from the 134 miles
current 911 Carrera (997) generation, but are supple-
mented by the functions, Overboost , PTM control and
modified starting program for the optional Tiptronic S.
The “Sport Chrono Package Plus” offers the driver distinc- Overboost operation is indicated by an arrow symbol in
tively sporty settings for various vehicle functions, the boost pressure display of the instrument cluster. The
therefore providing a completely new sporty driving experi- arrow next to the boost pressure display indicates the
ence. The accelerator pedal characteristic, engine brief Overboost operation, which is possible only in
behavior at the speed limit and in the event of load conjunction with activated Sport function (text “SPORT”
changes, PSM intervention thresholds as well as the char- shown on display). The boost pressure indication is shown
acteristics of PASM and Tiptronic S are all changed at the as a digital value and as a graphic representation in the
push of a button. The Sport Chrono program also allows multi-function display. The boost pressure can increase up
the driver to control these advantages as required to take to approx. 1.2 bar (17.4 psi) when the Sport button is
into account contemporary conditions. pressed; a pressure of approx. 1.0 bar (14.5 psi) is
reached when this function is not activated.
Additional Function – Overboost
Notes:
Overboost is a brief excess increase in the boost pressure
(max. 10 s) for acceleration under full load (fully
depressed accelerator pedal). The function is activated
after operation of the Sport button on the center console
and fast depression of the accelerator pedal. Overboost is
performed with the assistance of the boost pressure
control and results in an increase in the maximum boost
pressure by approx. 2.9 psi (0.2 bar) (20 %). As a result,
the maximum torque is increased from 460 ft lb (620 Nm)
to a maximum of 505 ft lb (680 Nm) between 2,100 rpm
and 4,000 rpm (the torque is regulated linearly to the
“normal” full-load value between 4000 and 5000 rpm) and
permits a significant improvement in acceleration perfor-
mance and elasticity. The higher boost pressure does not
just result in an abrupt increase in mechanical loading of
the components, but above all also significantly increases

911 Turbo (997)
Exhaust Temperature Sensors, Banks 1 and 2 Exhaust System/Emission Control
The exhaust system has been partially newly developed.

The new 911 Turbo complies with all worldwide emission
regulations with a standard exhaust system. The weight
was reduced by using thin-wall technology for the muffler
and ceramic main catalytic converters. It was therefore
possible to reduce the overall weight of the exhaust
system by approx. 8.8 lb/4 kg (16 %) compared with the
911 Turbo (996).
The signal from the exhaust temperature sensors of banks

1 and 2 installed at the turbine inlet is used in the DME
control unit for component protection. The exhaust
temperature is evaluated for each bank in the DME control
unit, and is restricted to a maximum temperature of
1,767° F. (980° C) by enrichment or boost pressure
adjustment. The two sensors are combined into one
component unit together with their control unit. The
measured signals are evaluated in this control unit.
1 – Air-gap insulated exhaust manifold left

2 – Air-gap insulated exhaust manifold right
3 – Turbocharger, left
4 – Turbocharger, right
5 – LSU broadband oxygen sensor, left
6 – LSU broadband oxygen sensor, right
7 – Ceramic main cat. converter, left
8 – Ceramic main cat. converter, right
9 – LSF step oxygen sensor, left
10 – LSF step oxygen sensor, right
11 – Tailpipe cover, left
The control unit sends a pulse/duty ratio (PWM) to the 12 – Tailpipe cover, right
DME. The pulse/duty ratio range is from 4 % (corresponds 13 – Muffler
to 25° F/- 4° C) to 96 % (corresponds to 2,030° F/1,110°
C). The control unit has a self-diagnosis function. If the Ceramic Main Catalytic Converter
control unit detects a cable break/short-circuit to the
sensor or in the evaluation circuit, it sends the special It was possible to further improve the emission values by
pulse/duty ratio of 98 % to the DME and this leads to an the use of state-of-the-art catalytic converter technology
entry in the fault memory. with one 3-way ceramic main catalytic converter for each
cylinder bank and by improved secondary air injection
after cold starting (Europe: EU4; USA: LEV II).

911 Turbo (997)
Tailpipe Covers
The rear apron of the new 911 Turbo was completed

redesigned. In addition to modified side outlet openings S - Secondary air valve, left
for the outgoing air of the charge air coolers, the new 911 V - Electrically operated switching valve for air recirculation
Turbo is also equipped with integrated exhaust tailpipes. control
The tailpipes were relocated to a higher position P - Auxiliary electrical water pump
compared with the 911 Turbo (996), and are integrated in
the rear apron of the new 911 Turbo as a distinguishing
feature and characteristic design element – analogous to Notes:
the Carrera GT. In order to protect the rear apron against
the high temperatures of the exhaust tailpipes, a shield
made of high-temperature-resistant plastic capable of with-
standing temperatures up to 536° F (280° C) is installed in
the area surrounding the tailpipe.
Secondary Air Injection
The function of the secondary air injection system, with

one secondary air valve per cylinder bank, each of which
is pressure opened by a pump, is the same as in the
current 997 vehicles. The secondary air valves with addi-
tional check valve were adopted from Cayenne Turbo.
The following switch-on conditions apply to activa-

tion of secondary air injection when the engine is
started for the first time:
• Engine temperature (coolant): 14° F (- 10° C) to 108° F

(42° C).
• Time: Max. 120 seconds after engine start
• Mass air flow as switch-off condition:
Secondary air injection is switched off after a time delay
as from a mass air flow of > 200 kg/h.

911 Turbo (997)
VarioCam Plus Cold Start
The new 911 Turbo (997) is provided with the latest devel- VarioCam Plus already significantly improves cold starting
opment version of the variable valve control VarioCam Plus of the engine, and also allows emissions to be reduced
with continuous adjustment of the intake camshafts and during the warming-up phase.
valve lift switching of the intake valves. This system
permits optimization of engine output and torque on the Idle Speed
one hand and, on the other, also makes it possible to
reduce fuel consumption and exhaust emissions while The engine is operated with the small intake cam (3.6 mm)
improving running smoothness. at idle speed. Optimum timing is guaranteed thanks to fully
variable camshaft adjustment. The small valve lift permits
Both individual systems of the VarioCam Plus (camshaft a reduction in fictional loss, a significantly increased
adjustment and valve lift switchover) are controlled by the charge movement thanks to the extremely short opening
Motronic control unit ME7.8.1. This control unit has been times, as well as lower emissions from previous combus-
designed specifically for these requirements with a high tions in the combustion chamber. This results in consump-
processor capacity. This is necessary because the input tion and emission reductions of up to 10 % at the same
values for “engine speed”, “accelerator pedal position”, time as significantly improved idling quality.
“engine oil and water temperature” as well as gear speed
detection are required to control VarioCam Plus. The Partial Load
demand for torque or power is compared with the stored
program maps. A decision on how VarioCam Plus must Operation with internal exhaust gas recirculation is
react is made in milliseconds. optimum under partial load conditions for the purpose of
dethrottling and in order to reduce the engine consump-
Camshaft Adjustment Of The Intake Camshafts tion. For this purpose, the camshaft phasing for the small
valve lift is adjusted in order to achieve a large overlap,
The 911 Turbo (997) features continuous adjustment of therefore allowing a large proportion of time for exhaust
the intake camshafts by vane adjusters. The load and recirculation.
speed dependent adjustment range of the intake
camshafts is 0 to 40 ° crankshaft angle. Full Load
Valve Lift Switching Of The Intake Camshafts In full-load operation, a high torque and high maximum
output are achieved on the one hand through a low-loss
The small valve lift was increased from 3.0 mm (996) to charge cycle and, on the other, by an uncompromising
3.6 mm in order to make more efficient use of the advan- cam contour design with a maximum valve lift of ten
tages of VarioCam Plus with continuous camshaft adjust- millimeters and correspondingly adapted opening and
ment and a larger adjustment range with respect to closing times of the valve strokes.
consumption, output and exhaust emissions. The valve lift
adjustment system consists of switchable flat-base Positive Crankcase Ventilation
tappets on the intake side of the engine which are
operated by means of an electrohydraulic 3/2-way The positive crankcase ventilation and turbocharger venti-
switching valve. lation are routed into the oil tank. In idling operation, the oil
tank ventilation is routed to the intake manifold. Under full-
Since there are two different cam forms on the intake load condition (with boost pressure), the oil tank ventilation
camshaft, the corresponding valve lift curves act on the is routed to the intake side of the left turbocharger.
engine when the respective cams are switched. The flat-
based tappets consist of two nested tappets which can be
locked against each other by way of a pin. The inner
tappet is in contact with the small cam and the outer
tappet with the large cam. A hydraulic compensating
element for the valve clearance is always integrated in the
power flow of the tappet.
911 Turbo (997)
Vacuum Pump The engine oil temperature is routed through a different
low-pass filter with a filter time constant of 64 seconds.
Like the current 911 Carrera (997) generation, the new This filtered engine oil temperature value and the water
911 Turbo also has a mechanically driven vacuum pump temperature represent the input variables for a different
that uses rotary vane technology. This replaces the map. Output variable: Pump after-run time (function of
conventional vacuum amplifier and provides the vacuum engine water temperature and filtered engine oil tempera-
for the brake booster as well as various switching valves ture) in seconds.
for the exhaust turbocharger (pop-off control) and the
coolant. The vacuum pump is located on the left cylinder The pump after-run time may be between 0 to 600
head, and is driven by the corresponding exhaust seconds, depending on the engine temperature (194°
camshaft. F/90° C to 248° F/120° C) and engine oil temperature
(194° F/90° C to 302° F/150° C).
Electric Auxiliary Water Pump
Example: The after-run time is 300 seconds for an oil
The new Turbo is equipped with an electric auxiliary water temperature of 248° F (120° C) and a water temperature
pump which is installed on the left under the intake of 194° F (90° C). The engine compartment temperature
manifold. This pump can be activated as required by the and ambient temperature do not have any effect on these
DME control unit (also when the ignition is switched off) for functions.
the purpose of coolant circulation and in order to cool the
watercooled turbochargers. Notes:
There are three conditions for auxiliary water pump

activation:
1. Defined pump operation after engine start. 10 seconds

after the engine is started, the pump runs for 10
seconds. This guarantees that the pump starts after
every engine start, and therefore allows final stage
diagnosis to be performed.
2. Support of cooling in an applied range during engine
operation. The pump is switched on when the engine
speed is < 2,000 rpm and the water temperature is >
208° F (98° C). It is switched off as soon as the engine
speed exceeds 2,500 rpm or if the water temperature
falls to below 203° F (95° C). Since both switch-on
conditions are linked, it is sufficient if one condition is
not satisfied for the pump to be switched off.
3. Cooling during control unit after running after the engine
is switched off or stalled. The higher of the two exhaust
temperatures is sent through a low pass filter with a
filter time constant of 256 seconds. This filtered
exhaust temperature value and the water temperature
are the input variables which are evaluated in the DME
control unit. On the basis of this information, the DME
control unit calculates as the output variable the pump
after-run time (function of engine temperature and
filtered exhaust temperature) in seconds. The pump
after-run time may be between 0 to 600 seconds,
depending on the engine temperature (185° F/84.8° C
to 248° F/120° C) and exhaust temperature (1,260°
F/700° C to 1,922° F/1,050° C).
911 Turbo (997)
Electric Fans Notes:
The 911 Turbo (997) is provided with a infinite fan control.

The electric fans behind the radiators are controlled by the
front-end control unit. The front-end control unit receives
the information about the desired fan output (in %) via CAN
from the DME control unit. The desired fan output is deter-
mined in the DME control unit on the basis of a program
map as a function of the refrigerant pressure (CAN
message from air-conditioning control unit) and engine
water temperature. The requested output in % can be read
out from the actual values with the PIWIS Tester (e.g.
refrigerant pressure = 15 bar, tmot = 194° F (90° C) = >
50 %).
Engine Compartment Fan
The DME control unit switches the 2 relays for the engine
compartment fan.
Stage 1 (with low fan speed) is activated from an engine

compartment temperature of > 77° F (24.8° C).
Stage 2 (with full fan speed) is activated additionally from

an engine compartment temperature of > 158° F (69.8°
C) or a coolant temperature of > 221° F (105° C).
When the engine is stopped:
Stage 2 is activated for 180 seconds from an engine

temperature of > 163° F (72.8° C). The fan runs again for
180 seconds if the temperature is exceeded again. This
continues until the temperature is no longer exceeded
again or for a maximum of 40 minutes.
Notes:
911 Turbo (997)

911 GT2 (996)
Subject Page
Fuel and Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Charge Air Intercoolers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
DME Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Cooling Air Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12

911 GT2 (996)
Notes:

911 GT2 (996)
Engine
Component Location
1 - Oil reservoir
2 - Servo reservoir
3 - Steering hydraulics pump
4 - Coolant pump
5 - AC generator
6 - Oil filter housing
General 7 - Air conditioning compressor
M96.70S (up to M.Y. 2003) Power/Torque Diagram
The engine of the M.Y. 2002, 911 GT2 is an evolution of

the 6 cylinder Boxer engine from the 911 GT1 and 911
Turbo. Modifications to the supercharging system and
exhaust system as well as adjustments to the Motronic
have increased the engine's power output by 10%
compared to the 911 Turbo. From M96.70 version
described in M.Y. 2001 911 Turbo Technical Introduction
(PNA 488 120).
The engine has the following features:
l
Two piece crankcase
l
Crankshaft with 8 bearing points
l
Four valve technology
l
Valve stroke control on intake side with axial camshaft
adjustment (VarioCam Plus)
l
Flat-base tappets with hydraulic valve clearance
compensation
l
Solid state HT distribution with separate ignition coils for
each cylinder RPM
l
Dry sump lubrication with oil reservoir attached to Engine Data:
engine, oil returned via two suction pumps per cylinder
head, and one central oil return pump Displacement 3.6 I
l
On-board diagnostic system worldwide Bore 100 mm
l
Lower fuel consumption Stroke 76.4 mm
Power output SAE 456 hp (340 kW)
at engine speed 5700 rpm
at engine speed 3500 - 4500 rpm
Compression ratio 9.4 : 1
Governed speed 6750 rpm
Fuel grade 93 Octane (Premium Unleaded)

911 GT2 (996)
M96.70 SL (M.Y. 2004) Cylinders
The engine of the 911 GT2 (996) in model year 2004 is The cylinder sleeves are shot-blasted to increase strength.
based on the previous model and has been further
developed with an increase in power. The power output is Pistons, Piston Rings
now SAE 476 HP (355 kW), the maximum torque is 472 ft
lb (640 Nm).
Summary of Modifications:
• Modified pistons
• Piston rings
• Cylinder sleeves
• Data record of DME control unit
Full-Load Curve of the M96.70SL Engine
The piston crown has been strengthened due to the

increased power and the resulting additional loading.
Consequently, the valve relief has changed in depth and
shape.
The piston rings are manufactured from a different

material as that of the previous model.
Fuel and Ignition System
RPM
Engine Data:
Engine type M96.70 SL

Power output SAE 476 HP (355 kW)
at engine speed 5700 rpm Modifications to 911 GT2 (996), compared to 911
Max. torque 472 ft lb (640 Nm) Turbo (996)
at engine speed 3500 to 4500 rpm
Idling speed 740 ± 40 rpm The engine of the 911 GT2 (996) is a high performance
Governed speed 6750 rpm (1st to 5th gear), variant of the 911 Turbo (996) engine and an addition to
6800 rpm (6th gear) the engine series based on the 911 GT1 engine.
911 GT2 (996) Objectives At Introduction Were:
l
Increase in power output of 911 Turbo (996) engine by
approx. 10 % (from SAE 414 HP (309 kW) to SAE 456
HP (340 kWp)
l
Increase in maximum torque (from 413 ft lbs (560 Nm)
to 457 ft lbs (620 Nm)
l
Compliance with all emission regulations, worldwide

911 GT2 (996)
The following components/systems used in the 911 Vent Valve for Active Carbon Canister
GT2 have been modified, compared to the 911
Turbo (996): The size of the housing has been increased to reduce
noise emission and to allow a primary filter to be
l
Exhaust gas turbochargers integrated.
l
Exhaust system
l
Charge air intercoolers Electric Switching Valve for Deceleration Aiir
l
DME control unit ME 7.8 (data record) Recirculation
l
Intake air system
l
Overrun air recirculation valves
l
Fuel tank
Fuel Tank
1 - Electric switching valve for deceleration air recirculation

2 - Deceleration air recirculation valves (pneumatic)
3 - Electric switching valve for secondary-air injection
4 - Valve for secondary-air injection
5 - Fuel-pressure regulator
Deceleration air recirculation valves (2) actuated by a

vacuum from the vacuum reservoir, which is switched by
an electrically operated valve (3), are used to prevent the
For the North American market the fuel tank in the 911 exhaust gas turbochargers from pumping in the event of a
GT2 (996) has a usable tank capacity 16.5 gallons (64 l), sudden transition from high load to deceleration.
in RoW markets the capacity is 23.5 gallons (89 l).
The ME 7.8 can actuate the electric switching valve (3)
Fuel Cooler irrespective of the intake pipe pressure, where the
switching valve then activates the deceleration air recircu-
In order to maintain a low fuel temperature, a fuel cooler lation valves (2).
which is cooled by the refrigerant of the air conditioning
system is installed in the engine compartment. Advantages of electric switching valve for decelera-
tion air recirculation are:
Fuel Grade
l
The controlled opening of the deceleration air recircula-
The engine has been designed to provide optimum perfor- tion valves reduces noise in the intake tract and has a
mance and fuel consumption with 93 Octane premium number of consumption-related benefits.
unleaded fuel. If unleaded fuel with lower octane rating of l
The electric switching valve in combination with the
at least 90 Octane is used, the ignition point and the boost vacuum reservoir allows the air recirculation valves to
pressure are adapted (reduced). function irrespective of the intake-pipe pressure.
l
The system is designed so that the pneumatic decelera-
Notes: tion air recirculation valves can continue to be opened
by the intake-pipe pressure even if the electric switching
valve fails.
Deceleration Air Recirculation Valves (pneumatic)
The control diaphragm of the 2 deceleration air recircula-

tion valves has been reinforced using a brass ring

911 GT2 (996)
Charge Air Intercoolers Exhaust System
1 - Exhaust manifold (partially air-gap-insulated)

2 - Exhaust gas turbocharger
3 - Boost pressure control valvesensor LSU4
4 - Primary catalytic converter
5 - Main catalytic converter
The charge air temperature upstream of the charge air 6 - Rear muffler
intercooler increases due to the higher boost pressure of 7 - Exhaust tailpipe
the 911 GT2 (996). For this reason, charge air 8 - Wide band oxygen
intercoolers are used which have a 5% higher cooling 9 - Offset oxygen sensor LSF4
capacity than those used in the 911 Turbo (996).
The exhaust system up to the rear mufflers consists of
The following design features make this possible two exhaust branches which are connected together. In
without increasing the size of the intercoolers: the rear muffler the exhaust gases are merged and in turn
mixed.
l
Increased number of fins (between cooling pipes) by
reducing gap between fins. The exhaust gases are fed to the turbines of the exhaust
l
Longer fins which project by approx. 2.5 mm above gas turbochargers via extremely short exhaust manifolds.
surface of cooling pipes on each side of intercooler. The short manifolds reduce the amount of energy lost by
the exhaust gases before they enter the turbochargers,
Ducting of Intake Air Through Spoiler in Engine therefore improve responsiveness.
Compartment Lid
Sections of the exhaust manifolds are double walled (air
gap insulated). This helps the catalytic converters heat up
quicker (lowers cold start emissions) and reduces exhaust-
noise emission.
In order to reduce exhaust back pressure, the exhaust

system at the rear muffler of the 911 GT2 (996) has been
modified compared to that of the 911 Turbo (996).
Catalytic Converters
The catalytic converters are mounted immediately down-

stream of the turbochargers. The first catalytic converter
(primary catalytic converter) with its small volume reaches
its operating temperature very soon after the engine has
The engine intake air passes through air inlets at the ends been started. As a result, it is able to reduce the volume
of the rear spoiler, enters the air box integrated in the of pollutants during the warm-up phase and not only when
engine compartment lid and from there is fed into the air the engine has reached operating temperature.
filter. The shape and position of the integrated air inlets
are such that a high aerodynamic efficiency is achieved.

911 GT2 (996)
The main catalytic converter which follows is used to Exhaust Gas Turbochargers
reduce the exhaust emission level further to below the
specified limit values, even after a long service life.
The catalytic converters used for RoW and USA vehicles

differ with regard to their internal construction. In order to
satisfy the LEV standard, the USA catalytic converter has
a larger number of cells which results in a additional
increase in the active surface area of the component and
reduction in emissions.
As with other models, the two turbochargers of the 911

GT2 (996) are also installed parallel to each other. The low
intake pipe volume and the short exhaust manifolds ensure
direct turbocharger response in the lower speed range as
well as high torque under full-load conditions.
The exhaust gas turbochargers used in the 911 GT2 (996)

engine are a modified version of those used in the 911
Turbo (996). The modified exhaust gas turbochargers
which are designed for a higher airflow rate allow the
boost pressure to be increased.
A - Primary catalytic converter
B - Main catalytic converter
1 - Position of wide band oxygen sensor LSU4 The diameter of the compressor wheel is 60.6 mm. The
2 - Position of offset oxygen sensor LSF4 diameter of the turbine wheel is 57 mm. The diameter of
3 - Exhaust gas sampling point upstream of catalytic converter the bypass valve (wastegate) has also been increased by
2 mm to 30 mm.
Exhaust Gas Classification
The speed of the turbochargers with the engine running at
The 911 GT2 (996) all regulatory emission standards idling speed is max. 8,000 rpm. The exhaust gas
worldwide. turbochargers are designed for a maximum speed of
157,000 rpm (continuous operation) and max. 167,000
rpm (short time operation lasting up to 30 sec.).
Notes:
If necessary, the DME control unit reduces the boost
pressure at altitudes above 650 ft (2,000 m) in order to
ensure that the maximum speed is not exceeded.
Notes:

911 GT2 (996)
Boost Pressure Control The engine induction volume required for a certain torque
is determined by calculating the air-mass and is adjusted
Similar to the 911 Turbo (996), the boost pressure in the by controlling the boost pressure. The combination
911 GT2 (996) is determined by the pressure sensor and consisting of boost pressure sensor, air-mass sensor and
adjusted to the desired boost pressure calculated by the E-Throttle improves torque considerably and permits more
DME control unit. accurate boost pressure diagnosis since the effective
boost pressure is available to the ME 7.8 control unit as
The electric timing valve which controls the boost pressure an input signal.
is actuated on the basis of a duty factor. This causes
pressure to be applied to the boost pressure control Boost Pressure Adaptation
valves attached to the turbochargers, and the by-pass
valves (wastegate) to be opened. The turbocharger speed The 911 GT2 (996) has adaptive boost pressure control.
is thus reduced and the boost pressure limited. The For diagnostic purposes, the adapted value can be read
desired engine torque is calculated in the ME 7.8 control out with the other actual Motronic values as the "boost
unit according to the accelerator pedal potentiometer pressure adaptation".
(driver requirement), the engine speed and a number of
torque related factors. The adaptation range for boost pressure control is approx.
15 %. Regulation begins at a deviation of greater than
Boost Pressure Curve With Regulation approx. 20 %. When regulated, the boost pressure is
reduced by approx. 20 %. The adaptive value for boost
pressure control can be used to diagnose mechanical and
pressure side changes.
For safety reasons, the basic boost pressure is limited to

between approx. 4.35 psi (0.3 bar) and 5.8 psi (0.4 bar)
(positive pressure) if the timing valve for boost pressure
control fails. This results in a perceptible drop in
performance.
The appropriate boost pressure upstream of the throttle

valve is determined according to driving style. In the case
of a constant to slightly dynamic driving style, the tuning
of the engine is optimized in the part-load range to reduce
fuel consumption. This is achieved by permitting only
slight pressure upstream of the throttle valve. The throttle
valve is opened wide enough so that only a slight drop in
pressure is possible via the throttle valve.
With a very dynamic driving style, a higher pressure is

generated upstream of the throttle valve. As a result, the
turbochargers are already running at a relatively high
speed when the throttle valve is opened from the part-load
range. The desired full-load boost pressure is thus reached
more quickly.
Notes:
A - Absolute pressure (hPa) (2000 hPa corresponds to approx.

1.0 bar positive pressure or
2.0 bar effective pressure)
B - Torque (Nm)
C - Engine speed (rpm)
D - Engine power output (kW)
1 - Characteristic boost pressure curve with regulation
2 - Power curve
3 - Torque curve

911 GT2 (996)
Overview of Components
1 - Pressure sensor with temperature sensor (for

charge air)
2 - Timing valve for boost pressure control
3 - Electric switching valve for overrun air recircula-
tion
4 - Overrun air recirculation valves (pneumatic)
5 - Electric vent valve for active carbon canister
A - From active carbon canister (tank ventilation)
B - From brake booster (vacuum boost)
C - Tank ventilation at full load (to induction side of
left hand turbocharger)
D - Tank ventilation at idling speed/part load (to
intake pipe)
E - Vacuum amplifier
F - From charge air intercoolers
G - To throttle valve adjuster (E-Throttle)
H - To boost pressure control valves (barometric
cell at exhaust gas turbocharger)
Connection Diagram The opening cross section of the timing valve for boost
pressure control depends on the required boost pressure.
Full boost pressure is available from a speed of approx.
3,000 rpm. The boost pressure is regulated at higher
speeds.
The timing valve for boost pressure control changes the

opening time to atmospheric pressure when actuated
(duty factor) by the ME 7.8 control unit. A control
pressure, which actuates the barometric cells of the boost
pressure control valves accordingly and thereby opens the
bypass valves at the turbochargers, is modulated from
boost pressure and atmospheric pressure.
When de-energized, the timing valve for boost pressure

control is closed. The boost pressure is applied directly to
1 - Timing valve for boost pressure control
the barometric cells and, as a result, the boost pressure
A - Induction side (vacuum)
control valves open the bypass valves even at a low boost
B - Pressure side upstream of throttle valve adjuster (E-
pressure.
Throttle)
C - Regulated control side (timed)
D - Barometric cell for boost pressure control

911 GT2 (996)
Spark Plugs DME Control Unit
Surface gap spark plugs with two ground electrodes and

an electrode gap of approx. 1.6 mm are used to ignite the
fuel/air mixture. These spark plugs must be changed
every 25,000 miles (40,000 km).
Transmission Oil Temperature Sensor
A transmission oil temperature sensor is screwed into the

bracket supporting the transmission oil/coolant heat
exchanger.
The 911 GT2 (996) is the first vehicle to have a manual The data record of the DME control unit varies according
transmission where the DME control unit uses the to the country version. The data records for the boost
incoming transmission oil and coolant temperature as the pressure, injection and ignition maps have been reconfig-
basis for actuating the coolant shut-off valve on the heat ured. The maximum speed of the engine is limited to 6750
exchanger to cool the transmission oil. rpm.
The switching points are: The test adapter 9637 (134 pole for ME 7.2 and ME 7.8)
can be used for electrical tests on the wiring harness.
Cooling circuit OPEN (de-energized): coolant temperature
>212° F. (100° C), or transmission oil temperature >221° DME Data Records (maps)
F. (105° C).
l
RoW vehicles, including Europe (EU 3) and Germany (EU
Cooling circuit CLOSED (energized): coolant temperature 3/D4).
l
< 194° F. (90° C) and transmission oil temperature < Japan/Australia.
l
203° F. (95° C). Vehicles with M 150 (countries with leaded fuel).
l
Map for USA vehicles (LEV).
If an incorrect signal is sent by the transmission oil
temperature sensor, a pneumatic fault occurs at the ME 7.8 Motronic Control Unit (Model Year 2004)
coolant shut-off valve of the transmission oil cooler or the
coolant thermostat is defective, a "coolant temperature The modified data record of the Motronic control unit
sensor" fault may be stored (on the basis of a temperature contributes to the significant power and torque increase.
model stored in the control unit). In addition, an increase in the maximum speed has been
acheived by raising the governed speed in 6th gear by 50
Notes: rpm to 6,800 rpm. Gear recognition takes place through a
map in the Motronic control unit, which calculates the
selected gear from the vehicle speed (from the ABS
control unit) and the engine speed.
From model year 2004, the following data records with

modified maps will be available for programming the
Motronic control unit of the 911 GT2: LEV, EU3, JAP/AUS,
M150.
As with the previous 911 GT2, Model Year 2003, a special

programming code must be issued to program the control
unit of the 2004 911 GT2

911 GT2 (996)
Programming DME Control Unit Notes:
A new procedure which at present is only valid for this
vehicle is used for programming the DME control unit.
The following procedure must be observed:
l
Enter the DME programming code from IPAS at the
Porsche System Tester 2.
l
The Porsche System Tester uses other data in the DME
control unit to generate a special code which is then
displayed on the Tester.
l
This displayed code is sent to the staff responsible for
security related data at Porsche AG.
l
At Porsche AG, the actual code needed for
programming is generated using a special procedure.
l
The programming code is vehicle specific and can only
be used once.
When the map is programmed, all ME systems are

checked to establish whether the DME control unit already
has the latest software version. If this is the case,
programming is terminated.
Diagnostic Functions of DME Control Unit ME 7.8
The ME 7.8 has the following new or extended diagnostic

functions in conjunction with the Porsche System Tester 2:
Actual Values:
l
Approx. 116 actual values can be used.
(Recommended: Create special filters and, if necessary,
use Datalogger soft keys or Act/Max/Min.)
Actuators:
l
Engine compartment scavenging blower, Stage 1
(actuated via fuel pump relay)
l
Engine compartment scavenging blower, Stage 2
l
Timing valve for boost pressure control
l
Engine fan, Stage 1 / 2 / 3 (for coolant)
l
Electric switching valve for overrun air recirculation
l
Valve stroke control, cylinder bank 1 and 2 Actuators
active:
l
Valve stroke control, cylinder bank 1 and 2
Vehicle Data:
l
Total distance
System Test:
l
Valve stroke control, large stroke
l
Valve stroke control, small stroke
Short test:
l
Continuous oxygen sensing LSU

911 GT2 (996)
Fault Memory Management coolant temperature has increased from < 86° F. (30° C.)
to > 158° F. (70° C.). If the erasing counter reaches 0 (i.e.
In all vehicle models, the on-board diagnosis system the same fault no longer occurs), the fault is erased from
displays a visual warning in the instrument cluster ("Check the memory.
Engine" light) as soon as an emission related fault or a
fault which may damage the catalytic converter occurs; Note:
exception: To ensure that the "Check Engine" light is functioning
vehicles in countries with leaded fuel or fuel with an correctly, it is lit whenever the ignition is switched on.
extremely high sulphur content (M 150).
Cooling Air Flow
The functions are adapted to the different regulations in
the USA (OBD II), Europe (Euro OBD) and the rest of the The design of the nose section and the location of the
world. coolant radiators take into consideration the high engine
output of the 911 GT2 (996) and the extra cooling
If a fault occurs, the ME 7.8 control unit activates the capacity needed when the vehicle is driven competitively
"Check Engine" light and the fault is stored in the control on racing circuits. The air inlets have been optimized. The
unit. efficiency of the middle radiator adopted from the 911
Turbo (996) has been improved by tilting it forwards and
A permanently lit "Check Engine" light indicates an by modifying the airflow.
emission related fault.
A flashing "Check Engine" light indicates a combustion

fault which may damage the catalytic converter.
If the detected fault is not emission related and cannot

cause damage to the catalytic converter, it is stored in the
fault memory of the ME 7.8 control unit without the "Check
Engine" light being activated.
The ambient conditions are stored together with the

detected and stored fault. This information can be read
out at a later stage using the Porsche System Tester 2.
This makes troubleshooting much easier since the
operating data for the first and last occurrence of the fault
is provided.
Fault Confirmation The air heated by the radiator is discharged via an opening
in the top of the nose section. The shape of this opening is
If a fault is detected during a diagnosis routine, it is regis- such that suction is generated behind the tilted radiator.
tered as a suspected fault until it is confirmed during a Apart from the increased airflow, this design feature also
second drive with a fresh diagnosis routine (at least 120 prevents the air from flowing under the vehicle which
seconds after the engine has been started). would result in lift at the front axle.
Erasing Counter The location of the coolant pipes in the front end of the
911 GT2 (996) has been adopted from the 911 GT3
A separate erasing counter is assigned to each detected (996). These measures mean that the left-hand radiator
fault. It determines the storage time of a fault. When a fan no longer has to be fitted. This, in turn, has resulted in
fault is first detected, the erasing counter is set to a a reduction in weight and has improved airflow through the
certain value. radiator.
If an unconfirmed fault is recognized as being "cured" (fault

no longer exists), the erasing counter is set to a fault
specific value (e.g. 10). When a detected fault has been
confirmed (i.e. the "Check Engine" light has been
activated), the erasing counter is set to 40. This value is
retained until the fault no longer exists. If the fault no
longer exists, the erasing counter is reduced by 1 after
every warm-up cycle (i.e. the engine is started and the

911 GT3 (996)
Subject Page
Crankcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Intermediate Shaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Connecting Rods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
Pistons and Cylinders . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Camshafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
VarioCam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
Engine Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Oil Return Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Engine Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Fuel and Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Fuel Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
ORVR System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15
Intake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
VarioCam System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Secondary-air Injection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Oxygen Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Transmission Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22

911 GT3 (996)
Notes:

911 GT3 (996)
Engine Data:
Displacement 3.6 Liters

Bore 100 mm
Stroke 76.4 mm
General Power output 381 hp (280 kW)
At engine speed 7400 rpm
M96.79 Max. torque 284 ft lb. (385 Nm)
At engine speed 5000 rpm
The engine of the new 911 GT3 (996) is a based on the Compression ratio 11.7 : 1
previous model 911 GT3 (M.Y. 01) which was not available
in the North American market at that time. The familiar 6-
cylinder Boxer engine, which was derived from the power Notes:
unit used in the 911 GT1.
A key objective was to increase the maximum power

output coupled with a well-rounded torque curve over the
entire engine speed range and a reduction of the mass of
the crankshaft and valve train. The gear-dependent
governed speed in 1st to 4th gear has been increased to
8200 rpm. In 5th and 6th gear it is 8000 rpm.
Special features of the engine are:
• Two-piece light-alloy crankcase

• Lightened crankshaft and connecting rods
• 8-bearing, plasma-nitride crankshaft
• Titanium connecting rod
• Cylinder case with Nikasil cylinder sleeves
• Lightened valve train
• High-speed-resistant bucket tappets
• Continuously variable timing of inlet camshaft
• Dry sump lubrication with engine mounted oil tank

911 GT3 (996)
Crankcase * Plasma-nitriding is a thermo-chemical heat treatment
process and is carried out in temperatures between
The crankcase is divided into two sections and is made of 660° F (350° C) and 1100° F (600° C). Positively
an aluminium/silicon alloy. The two halves of the crank- charged ions strike the crankshaft (cathode) at high
case are machined together. It is, therefore, important to impact speed from the oven wall (anode). Initially, this
ensure that the pairing numbers match when the ion bombardment achieves a very intensive cleaning of
crankcase is assembled. A ring groove has been cut into the crankshaft. The nitrogen is fed to the heated crank-
the hole for the through bolt of main bearing 7. It is a relief shaft surface in a vacuum chamber.
groove and prevents oil from being discharged from the
joint between the two crankcase halves. It is important to The advantages are:
ensure that this groove is free of sealing compound and
dirt particles during engine assembly. • High wear resistance
• Low distortion
• Creation of corrosion-resistant coatings
• Reducing the coefficients of friction
• Partial hardening
• Heat resistance and starting durability of peripheral
layers up to over 930° F (500° C)
• Environmentally friendly
Crankcase Components
The crankcase is bolted together with through bolts (7)

which are sealed by the use of round seals (3 and 5) and
sealing washers (2 and 6). In addition, o-rings (4) are also
attached to the lower part of main bearing seats 2, 3, 4
and 5 in order to reduce vibration along the through bolts.
Belt Pulley
Crankshaft
Belt Pulley
The crankshaft is drop-forged. The shaft has full bearing
support, i.e. every connecting rod pin is supported by 2 Since the moving masses in the crankgear could be signifi-
main bearings, resulting in 8 main bearing points. Main cantly reduced, a torsional vibration damper is no longer
bearing 1 (flywheel end) is configured as a thrust bearing necessary. A weight-optimized belt pulley is used.
so that it can absorb the axial forces acting on the crank-
shaft. The structural design specifies an axial clearance of
Notes:
0.11 ... 0.20 mm.
The main bearings are supplied with lubricating oil directly

from the main oil gallery of the crankcase, whereas
connecting rod bearings 4, 1, 5 are supplied with oil from
main bearing 1 and connecting rod bearings 3, 6, 2 from
main bearing 8 via a channel in the crankshaft. This
ensures a continuous supply of oil to the connecting rod
bearings. After machining, the crankshaft is plasma-
nitrided*. This elaborate surface treatment technique
gives the main and connecting rod bearing journals
excellent surface properties. The crankshaft has a stroke
of 76.4 mm.

911 GT3 (996)
Intermediate Shaft Connecting Rods
The intermediate shaft is driven by the crankshaft via spur

gears. In order to ensure that the engine runs smoothly
and to reduce wear, the gears are made of steel and
manufactured in pairs. The chain sprockets on the interme-
diate shaft which drive the camshafts are made of sintered
steel.
The code on the intermediate shaft gear (arrow) and on

the left half of the crankcase indicates tolerance group 0
or 1 (eccentricity in the crankcase).
To keep the crankgear mass as low as possible and for

optimum strength even at high speeds, the connecting
rods, connecting-rod bolts and connecting-rod nuts in the
911 GT3 (996) engine are made of titanium.
There are three main stages of production:
• Drop-forging of the blanks

• Working of the bearing and wrist pin bore
• Shot blasting to increase strength
The connecting rods have a length of 130 mm and are

Intermediate Shaft Gear Code therefore 2.4 mm longer than those of the 911 GT3 model
year 2001. The advantage is a more efficient force appli-
At the end of the intermediate shaft is an intermediate part cation in the crankshaft.
which is linked to and drives the oil pump. When the inter-
mediate shaft and the oil pump are fitted, it is important to The connecting rod and connecting rod bearing cap are
ensure that the intermediate part has axial clearance. matched with a pairing number.
Notes: Notes:

911 GT3 (996)
Cylinders Cylinder Head and Valve Train
In order to increase torsional rigidity, the two cylinder

banks (each with 3 cylinders) are housed in a single
cylinder case. Unlike the 911 Carrera (996) engine, these
cylinder cases are not combined with the crankcase, but
are a separate component. Cylinder sleeves made of
aluminium and coated with Nikasil are used in the light-
alloy cylinder cases.
Cylinder Sleeve and Case
The coolant chamber between the cylinder sleeve and

cylinder case is sealed by o-rings. The joint between the The cylinder heads are manufactured from extreme
crankcase and cylinder case is sealed using coated triple- temperature-resistant light alloy.
layer sheet-metal gaskets.
The intake and exhaust ports are surface machined to
Pistons improve the charge cycle and thus power output. The
combustion chambers are designed as spherical cups, the
The forged pistons were designed with optimum piston two intake and two exhaust valves of each cylinder have a
crown form and piston shape along with mass reduction in diameter of 41 mm and 35.5 mm respectively around the
mind. Therefore, compared to the previous version, the valve disc.
mass of the complete piston was reduced by 50 g (10%).
Half of the reduction was achieved on the wrist pin and the The are arranged in a “V” at an angle of 27.4°. The
other half on the piston. The wrist pin is on a full-floating exhaust valve stem is hollow and filled with sodium to
bearing and lubrication is through oil spray. The wrist pin improve heat dissipation. Due to the power-oriented valve
circlip is twist-locked. timing and the associated high forces, double valve
springs are used to close the intake and exhaust valves.
Piston Cooling
This ensures the speed stability of the high-speed
Oil spray jets are fitted in the crankcase to reduce the designed engine. In the valve train area the masses were
temperature of the pistons. again reduced in comparison with the previous model.
To ensure that the engine oil pressure is maintained at low Notes:

engine speeds and high engine oil temperatures, the jets
have an opening pressure of 26 psi (1.8 bar).

911 GT3 (996)
Notes:
For this reason, the diameter of the flat-base tappets was

reduced from 33 mm to 28 mm, thereby reducing the
weight of each tappet by 21 g. This equates to a weight
reduction of moving masses of approx. 0.5 kg. The
contact areas between tappets and cams are cambered.
Another 19% (approx. 250 g) of the weight could be saved
on the valves, which have a stem diameter of 6 mm.
The chain drive runs with plastic guide rails and hydraulic
chain tensioners located at the untensioned end of the
chain. A driving flange for the oil suction pump is attached
to the input side of each exhaust camshaft.
Cylinder Head Gasket
The multi-layer steel gasket is completely covered with

high-temperature resistant plastic in order to enhance the
sealing quality of its surface. The advantage of this steel
gasket is that heat can be dissipated from the cylinder
head very efficiently.
Camshaft Housing
The light-alloy camshaft housing is attached to the cylinder

head. The intake and exhaust camshafts are held in the
camshaft housing by means of bearing sleeves. The
bearing sleeves and camshaft housing are machined
together and have pairing numbers.
Camshafts
The camshafts are hard-chilled components and hollow-

cast to reduce weight. The shaft diameter of all camshafts
is 26.6 mm.
The intake valve lift is 12.3 mm

The exhaust valve lift is 11.1 mm
Camshaft

911 GT3 (996)
Variable Camshaft Timing (VarioCam)
VarioCam Components
The oil pressure is regulated on both side by means of a

solenoid valve, which is actuated infinitely variable by the
Motronic control unit. The adjustment range designed with
a crankshaft angle at 45° allows a very fine adaption to
the engine characteristics regarding power, torque and
exhaust emission.
The camshaft adjustment system is based on the principle
of a helical sliding gear which has a cylindrical component
Notes:
(3) between the camshaft gear and camshaft stub.
Cylindrical Component
Cylindrical Operation
The cylindrical component has helical gearing both inside

and outside. The inner gearing engages with matching
gearing on the inside of the camshaft gear (4).
The outer gearing engages with gearing (2) mated to the

camshaft stub. At the same time, the cylinder (3) forms a
piston on the side facing away from the camshaft. This
piston can be moved by oil pressure. A number of teeth
have been removed from the gearing to ensure that the oil
pressure can act on the piston instantaneously without
loss. The component is sealed with a sealing ring (1) and
cannot be disasembled.

911 GT3 (996)
Lubrication System
1 - Oil tank Notes:

2 - Pressure pump
3 - Safety valve
4 - Oil filter
5 - Oil pressure sensor
6 - Oil-to-water heat exchanger
7 - Pressure-limiting valve
8 - Crankshaft
9 - Piston oil cooling jet
10 - Chain tensioner
11 - Camshaft
12 - Flat-base tappet
13 - Suction pump
14 - VarioCam
15 - Intermediate shaft
16 - Oil return pump

911 GT3 (996)
Oil Return Pumps USA and Canada Maintenance Schedule
Change interval for engine oil is: 15,000 miles (24,000 km)
Change interval for the filter is: 30,000 miles (48 000 km)
For safety reasons, a pressure-limiting valve (7) and safety

valve (3) are fitted in the main oil gallery. The pressure-
limiting valve (7) is located in the right-hand half of the
crankcase. It opens at 5.3 bar allowing the oil to pass into
the intake port until the pressure drops again. The safety
valve is fitted in the oil circuit immediately downstream of
the pressure pump outlet. It serves as a safety valve if the
pressure-limiting valve should fail. The opening pressure is
9 bar in order to prevent damage to the sealing rings, oil-
to-water heat exchanger (6) and the oil circuit.
Cooling System
Due to the design of the engine, a large quantity of oil
could collect in the cylinder head during extreme cornering
manoeuvres. To prevent this, each cylinder head has its
own non-return pump (16) to draw off any excess oil.
The 911 GT3 (996) engine has a dry-sump lubrication

system with separate oil tank (1). A double oil pump, which
is driven by the intermediate shaft, is fitted in the
crankcase. The pressure pump (2) draws the oil from the
oil tank (1) and supplies oil to all bearing points, chain
tensioners (10), cam surfaces, hydraulic flat-base tappets,
the VarioCam (14) and the piston spray jets (9) used to
cool the pistons.
The return pump (13) is fitted in the same housing as the The principle of cross-flow cooling is implemented to
pressure pump (2). It draws the foaming oil out of the ensure uniform distribution of the coolant. This prevents a
crankcase via two suction snorkels and feeds it back to difference in temperature between the individual cylinders.
the oil tank (1). This pump must be larger to handle the
aerated oil.
Oil Pump
The engine oil is filtered before it enters the engine by

means of an oil filter (4) fitted on top of the engine in the
main oil gallery.

911 GT3 (996)
Cooling System
1 - Coolant pump Notes:

2 - Crankcase
3 - Thermostat
4 - Radiator
5 - Heat exchanger
6 - Oil-to-water heat exchanger (engine)
7 - Expansion tank
8 - Shut-off valve
9 - Bleeder pipe (engine)
10 - Bleeder pipe (radiator)
(transmission)
12 - Shut-off valve

911 GT3 (996)
Fuel and Ignition System ME 7.8 Motronic System
• The Motronic control unit is adapted to the specific

requirements of the 911 GT3 (996).
• Engine charge control through electric throttle valve
adjuster (E-Throttle)
• Control of gear-dependent maximum speed
• Continuous adjustment of the inlet camshafts
(VarioCam) through axial adjusters
• Dual oxygen sensor control with oxygen sensors above
and downstream of catalytic converters
• Hot film air mass measurement through a hot film air
mass measurement meter specially adapted to the 911
GT3
• Actuation of the resonance flap integrated in the intake
system
• Actuation of the secondary-air injection to reduce
exhaust-gas emission
• Electric actuation of the oil-to-water heat exchanger to
General
cool the gearbox oil
• On-board diagnosis
The further development of the 3.6 liter 911 GT3 (996)
• Solid-state ignition with separate ignition coils for each
naturally-aspirated engine was specially designed for the
cylinder
highest specific performance and high torque over a wide
• Knock control with automatic adjustment of ignition
engine rpm range. It has reduced engine emissions and
timing with varying fuel quality
fuel consunption, and, complies with all exhaust and noise
• Sequential manifold injection with EV-6 injection valves
emission requirements worldwide. High reliability is
• Actuation of radiator fans
achieved with low service requirements.
• Immobilizer with transponder system
• CAN interface to other control units
The electronic mixture preparation control through the
Motronic engine management system ME 7.8 also allows
Additionally, on USA versions:
the continuous variable timing of the inlet camshafts
(VarioCam), and gear-dependent control of the maximum
• ORVR system with tank leak test
engine speed.
• Pressure sensor to measure tank pressure
• Shut-off valve for tank leak test
Development goals of the 911 GT3 (996)
• 2-chamber carbon canister fuel tank vent filter with a
capacity of 2 liters
• Increasing the performance potential of the new 6-
cylinder, 3.6 liter Boxer engine
OBD II and EOBD
• Well-rounded torque curve over the entire engine rpm
range
The driver is informed by a visual warning (check engine
• Maximum speed concept with lightened valve train
light) in the instrument cluster, through the on-board
• Gear-dependent control of the maximum speed to
diagnosis system, as soon as an emission or engine-
above 8000 rpm to increase performance
related fault occurs. The functions are adapted to the
• Compliance with all exhaust and noise emission require-
different worldwide legal regulations.
ments worldwide
Check Engine Light
Engine Performance and Torque
A permanently lit “Check Engine”
light indicates an emission-related
The 911 GT3 (996) engine reaches a maximum engine
fault. A flashing “Check Engine” light
power of 381 HP (280 kW) at 7400 rpm and a max.
indicates a combustion fault which
torque of 284 ft lb. (385 Nm) at 5000 rpm.
may damage the catalytic converter.

911 GT3 (996)
Motronic Control Unit High-speed Concept
Exhaust Emission Standard
The 911 GT3 (996) satisfies all environmental require-

ments worldwide. By using the most up-to-date engine-
The maximum engine speed has been raised to 8200 rpm
control and emission-control systems, a reduction of
to increase the gear-dependent performance in the lower
exhaust gas emissions has been achieved, despite
and medium speed range (1st to 4th gear). In 5th and 6th
increased performance, whereby the vehicles comply with
gear it is 8000 rpm.
exhaust emission standards as per the above mentioned
data records.
Improved vehicle acceleration was achieved through the
respective transmission ratios. Gear recognition takes
Sound/Acoustics
place through a map in the Motronic control unit, which
calculates the selected gear from the vehicle speed (from
The 911 GT3 (996) engine has an unmistakable exhaust
the ABS control unit) and the engine speed.
note with the characteristic load-dependent sound. It was
possible, with focused acoustic engineering, to retain this
typical GT3 sound and develop it further, both inside and Notes:
outside. All worldwide legal requirements have been met,
despite stricter legislation. The dominant intake roar at
medium and high engine speeds underlines the sporty
character through accentuation of the engine note.
Notes:

911 GT3 (996)
Fuel Notes:
The engine has been designed to provide optimum perfor-
mance and fuel consumption with 93 Octane premium
unleaded. If unleaded fuel with an octane rating of at least
90 Octane is used, an adjustment is made through the
knock control, whereby the ignition point is retarded and
the engine power consequently reduced.
Fuel Tank
The fuel tank has been adopted from the 911 GT2 (996).
By utilizing the additional space (occupied by the front-axle
differential on the 911 Carrera 4). USA models have the
911 Carrera (996) M.Y. 2003 tank with ORVR system (On-
board Refueling Vapor Recovery).
Fuel Supply
The 911 GT3 (996) has a fuel system with a return line
from the pressure regulator on the engine to the fuel tank.
A sucking jet pump feeds the fuel to the main pump. The
fuel pump (in the tank) feeds the fuel along the inlet line
and through the fuel filter to the injection valves. The
pressure regulator sets the required operating pressure of
approx. 55 psi (3.8 bar) at full load. The unused fuel flows
through the return line back into the tank.
Injection Valve (EV-6)
A feature of this injection valve is

its small overall size, low weight
and the very low risk of vapor
lock with hot fuel. The atomiza-
tion of the fuel is carried out by a
spray-hole disk with 4 holes. The
punched injection holes achieve
low fuel injection rate tolerance,
as well as insensitivity to fuel
deposits. Good valve sealing in
the valve seat area is ensured by
the cone/ball sealing principle.

911 GT3 (996)
ORVR System Function
USA models have a system that directs the vapors from When refueling the vehicle, a reed contact (9), fitted in the
refuelling of the vehicle into the activated charcoal filter. fuel filler neck below the sealing flap, which is opened by
ORVR stands for: On-board Refueling Vapor Recovery the filling nozzle, is switched. This applies positive
System, i.e. an (On-board) system, fitted into the vehicle, potential to the ORVR valve (6) and to the fresh-air valve
during refueling (Refueling) the fuel vapors (Vapor) are (11). As these valves are permanently connected to
recovered (Recovery). ground, they open. While the tank is filling, the space
where the HC vapors collect becomes smaller as the fuel
1 - Fuel tank volume in the tank increases. The HC vapors building up or
2 - Rollover valve already present in the tank are directed via the fuel level
3 - Fluid level limiting valve limiting valve (3) and the ORVR valve (6) to the activated
4 - Spitback valve charcoal fuel tank vent filter (13). The path for venting to
5 - Filler neck
atmosphere is over the electric fresh-air valve (11). When
6 - ORVR valve
7 - Vacuum limiting valve the engine is next started, the carbon canister (13) is
8 - Pressure sensor evacuated and regulated via the tank vent valve (15) by
9 - Operational vent valve the DME control unit according to certain criteria and
10 - Filter housing elapsed times.
11 - Fresh-air valve
12 - Shut-off valve Activated Carbon Canister
13 - Carbon canister fuel tank vent filter
14 - Air cleaner Due to the OVRV system, the volume of carbon canister is
15 - Tank vent valve
increased to approx. 2 liters. Because the USA models
16 - Engine
must fulfil the Shed-Test requirements, the carbon canister
A - Purge line to rear is divided into two chambers. As before, the carbon
B - Vent pipe during refueling canister is located in the front right wheel arch. (During the
C - Operational vent line Shed-Test, the gas emission of the fuel vapors is recorded
D - Positive feed for ORVR and in a measuring chamber).
Fresh-air valve
Tank Leak Test
The tank leak test, which is only carried out on USA

models, is described in detail in the 911 Carrera (996) MY
'99 Technical Introduction book, in Group 2.

911 GT3 (996)
Hall Sensor and Camshaft Rotor Notes:
1 - Hall sensor
2 - Camshaft rotor
A modified rotor is fitted to the intake camshafts of both

cylinder banks. Using the rotor position, the Hall sensor
determines the current position of the inlet camshaft 4
times per camshaft revolution and relays this value to the
DME control unit. This determines precisely the position of
the inlet camshafts.
Knock Control
Depending on engine load, the knock control can retard

the ignition timing up to max. 12° crankshaft angle at
engine speeds of between 2600 and 8200 rpm, at lower
engine speeds of between 1000 and 2600 rpm the max.
retardation is 10° crankshaft angle. Using fuel with an 90
Octane rating results in a significant retardation of the
ignition timing under load with a consequential reduction in
power output.
Air Ducting
The newly designed air inlets integrated in the luggage

compartment lid for intake air and engine compartment
venting lie directly in the air path and thereby reduce the
suction effort of the engine. This positively influences the
initial response and performance especially at higher
speeds due to the improved induction. The air is directed
to the air cleaner casing from the inside of the luggage
compartment lid, thereby achieving an optimal fresh-air
supply.

911 GT3 (996)
Air Filter optimize torque and it is opened again above this engine
speed to optimize performance.
In deceleration, the gearshift speed is 4960 rpm and

2120 rpm. The gearshift speed is changed depending on
the intake-air temperature to achieve optimum induction. If
intake air is hot, the gearshift speed is raised (by max.
10% at + 140° F (60° C), if intake air is cold, it is
reduced (by max. 5% at – 68° F (20° C).
Hot Film Air Mass Flow Sensor (HFM 5)
Intake System
The air is drawn in via the air cleaner, it flows through the
connected hot film air mass flow sensor and after the
throttle control unit is distributed via a distribution pipe into
the two plenums. Straight intake runners lead from the
plenums to the inlet ports. The large volume of the intake
duct contributes to the high specific power output and
also produces a powerful intake roar.
The air mass sensor must not be removed from its
The 2-stage ram air intake system of the 911 GT3 (996) is measuring tube, as these components are matched to
a light-alloy casting. The plenums lying above the two cylin- each other on a flow bench. The special air mass flow
der banks are connected together via two connecting sensor of the 911 GT3 (996) is designed for a nominal air
pipes. The inlet ports and plenums are surface machined flow of up to 2137 lbs per hour (970 kg/h).
to optimize the gas flow and the manifolds are matched to
the inlet ports. Notes:
The resonance tube is mounted between the two plenums

in front of the distribution pipe in direction of travel. This
component, made of plastic for weight reasons, houses
the resonance flap.
The resonance flap is operated via an electro-pneumatic

valve, which is actuated by the Motronic control unit. This
control amplifies the gas-column vibration in the inlet mani-
fold through deliberate resonance generation. This
achieves better induction. At an intake-air temperature of
32° F (0° C), the resonance flap remains open until 2280
rpm. Between 2280 and 5040 rpm, it is closed to

911 GT3 (996)
Throttle Control Unit (E-Throttle) Continuous VarioCam System
The use of E-Throttle on the 911 GT3 offers the following

advantages:
• Sport ratios (direct response) with high driving comfort

• Improved idling quality
• Torque-orientated control of engine induction
• Reduction of engine emissions and fuel consumption
An axial camshaft adjuster is used to adjust the inlet

camshafts, which can adjust the inlet camshafts from 0 to
45° crankshaft angle. This continuous variable timing of
the two inlet camshafts requires elaborate synchronization
and consequently puts high demands on the DME control
unit. The increased adjustment range allows even finer
optimization of the engine characteristics regarding
power, torque and exhaust emission.
1 - Throttle control unit (E-Throttle)
2 - Motronic control unit
Actuation of Solenoid Hydraulic Valves to Adjust the
Inlet Camshafts
On the electronic engine induction control with E-Throttle,
the throttle valve is adjusted by an electric motor via a
The Motronic control unit determines the current position
two-stage gear on the throttle valve spindle. As a result,
of the inlet camshafts in relation to crankshaft (actual
the volume of air drawn in by the engine can be controlled
angle) using the engine speed signal and Hall sensor
electronically across the entire load and engine speed
signal. The position control in the control unit receives the
range. The accelerator pedal has two potentiometers inte-
desired angle via the programmed map values (engine
grated and generates the input signal for the throttle valve
speed, load, engine temperature). If the desired angle and
control. The accelerator pedal travel is converted into an
actual angle differ, the control electronics in the control
electrical signal by the potentiometers and sent to the
unit actuates the solenoid hydraulic valve to move the
Motronic control unit. The control unit evaluates and priori-
control element for inlet camshaft in the desired direction.
tizes the signals through the torque-orientated functional
structure. Using the resulting value, the throttle valve is
Actuation of the valve takes place via a pulse-width-
controlled by an electromotor and the respective position
modulated square-wave signal. The voltage is switched
is detected and monitored through 2 potentiometers.
between 0 volts and 12 volts in 4ms cycles (250 Hz),
while the proportion of switch-on and switch-off time is
In order to reduce the emission of pollutants while the
changed. A control current adjusts itself according to this
engine is warming up, special engine management
proportion, which sets the piston position in the solenoid
measures, i.e. retarded ignition and secondary air injection
hydraulic valve and thereby releases the different oil lines,
into the exhaust system to increase oxidation and ensure
facilitating a crankshaft angle adjustment range of 0° to
that the catalytic converter is heated up faster.
approx. 45°.
The associated reduction in torque can be compensated
The following improvements were implemented
using the electronic throttle control function. Comfort is
through the use of the continuous VarioCam system:
increased by a engine temperature-dependent accelerator
pedal travel characteristic. This characteristic (the correla-
• High torque at low and medium engine speeds for better
tion between engine torque and accelerator pedal position)
traction power
is determined entirely by the E-Throttle function and is
• Optimum engine performance
independent of the engine’s operating state. The engine
• Reduced raw emissions for improved emission levels
speed limitation through E-Throttle and the possibility of
• Stable idling speed (800 ± 40 rpm)
dispensing with selective fuel injection reduces emissions,
• Catalytic converter heating strategy optimized for
lowers thermal catalytic converter loads and increases
improved emission levels
comfort.

911 GT3 (996)
Idling Continual Adjustment of Inlet Camshafts
The engine runs with slight valve overlap, which makes a

low idling speed of 800 ± 40 rpm with high idling stability
possible. This is due to a good regular combustion
pattern. Valve overlap means that inlet and exhaust valves
are open together. This results in fresh mixture flowing in
while exhaust gases simultaneously flow out.
Partial Load
To reduce the charge-exchange losses and to improve the

combustion stability when under partial load, operation
with high residual-gas levels, i.e. burnt fuel/air mixture, is
ideal. This results in both reduced fuel consumption and
improved emission values. In part-load range, the engine is
run load-dependent, i.e. with different amounts of valve
overlap depending on engine speed and accelerator pedal n – Engine speed in rpm NL – No load
position. a – VarioCam adjustment angle VL – Full load
(advanced) in °crankshaft angle
Full Load
Adaption of The Camshaft Control
When the throttle valve is fully open, the continuous inlet
camshaft control system Vario-Cam permanently sets the A deviation of the camshafts up to 10° crankshaft angle
optimum closing time of the inlet valves for every engine can be compensated for through the Motronic control unit.
speed. This not only prevents backflow of the fresh A deviation greater than that results in an entry in the fault
mixture from the combustion chamber but also allows memory.
optimum induction of fresh mixture into the combustion
chamber. At medium engine speeds and full load, the Exhaust System
engine runs with the largest valve overlap and early
closing of the inlet valves. At high engine speeds and full
load, the engine runs with the less valve overlap and late
closing of the inlet valves. Therefore, it is absolutely
essential that there is no deviation in the ignition timing
between the camshafts of the cylinder banks.
Notes:
The exhaust system is a 2-stream arrangement, i.e. the

exhaust flow of the left and right cylinder banks is
separate. Each exhaust system branch has an oxygen
sensor fitted up- and downstream of the catalytic
converter (duplex stereo oxygen sensor control). Exhaust
manifolds with a pipe diameter of 45 mm and metal
catalytic converters result in a minimum exhaust back
pressure. This is a prerequisite for an improved volumetric
efficiency of the cylinders and the high specific engine
performance strived for.

911 GT3 (996)
Catalytic Converter Secondary-air Injection
The catalytic converter monolith are made of metal. The

coated inner walls were designed thinner and achieve a
larger overall surface of the catalysing channels through
the increased number of cells. This ensures quicker
warming, a high durability and higher effectiveness when
converting the pollutants. Metal catalytic converter
monolith have only 1/3 of the wall thickness of ceramic
monoliths.
1 - Secondary air blower

2 - Switching valve for secondary air
3 - Switching valve for resonance flap
A - Catalytic converter The Motronic control unit actuates the secondary air
1 - Oxygen sensor LSF (upstream of catalytic converter) blower via a relay, at the same time the electro-pneumatic
2 - Oxygen sensor LSF (downstream of catalytic converter) combination valve is actuated. The air delivered by the
secondary air blower travels along the lines through the
Therefore, they are more compact, have a more active combination valve behind the exhaust valves of the corre-
surface for pollutant conversion and reach the operating sponding cylinder head. The injection of secondary air
temperature for exhaust emission control sooner during results in the lowering of the CO and HC which are higher
the warm-up phase. Additionally, heating of the catalytic during the warm-up phase. Therefore, the catalytic
converters after a cold start is improved through converters reach their starting temperature of approx.
secondary air injection. Additionally, a metal catalytic 660° F. (350° C) faster due to the heat generated by
converter is less sensitive to overheating. Higher engine increased oxidation.
performance is achieved due to the decreased exhaust
back-pressure. The metal catalytic converters of the 911 During the initial coldstart process, the switch-on condition
GT3 (996) are 120 mm long, have a volume of 1312 cm3 is reached when the coolant temperature lies between
and are each coated with approx. 4.6 grams of precious 14° F. (–10° C) and 108° F. (+ 42° C). When in idle speed
metal (14 parts palladium, 1 part rhodium). range, the secondary air injection runs for up to approx.
60 seconds, at part load up to 80 seconds. If, during the
Notes: secondary air injection, the air volume drawn in exceeds
approx. 250 kg, the secondary air injection switches off.
1 - Combination valve

911 GT3 (996)
Oxygen Sensing Special characteristics of the oxygen sensor LSF:
The 911 GT3 (996) has stereo oxygen sensing with 2 • Quickly operational
oxygen sensors per cylinder bank. Each cylinder bank has • Low heating power demand
one oxygen sensor upstream and one oxygen sensor • Stable regulating characteristics
downstream of the catalytic converter. The Motronic uses • Small overall size, low weight
the signal of the oxygen sensor upstream of the catalytic
converter to control the fuel/air mixture. The signal of the The sensor element of the oxygen sensor LSF is made up
oxygen sensor downstream of the catalytic converter is of ceramic sheets and has the form of a rectangular wafer
used to monitor the function of the catalytic converter, as with rectangular cross section. The individual function
well as to correct the oxygen sensing control. layers (electrodes, protective layers, etc.), are produced
with screen printing technique. The laminating of various
This system ensures that the engine is run with a stoichio- printed sheets on top of each other allows for a heater to
metric air/fuel mixture (Lambda 1) as far as the operating be integrated in the sensor element.
behaviour of the engine and the temperature of the
components allow At Lambda=1, efficient pollutant
conversion is achieved in the catalytic converter.
Oxygen Sensor LSF
An oxygen sensor LSF (LSF = oxygen sensor, flat design)

is fitted up and downstream of the catalytic converters.
This planar oxygen sensor is a further development of the
heated oxygen sensor. Functionally it equates to the
heated oxygen sensor LSH with a step map of 0 to 0.9
volts at Lambda 1. Unlike the LSH, on the oxygen sensor
LSF, the solid-state electrolyte is made up of ceramic 1 - Exhaust gas
sheets, thereby allowing a very flat design (planar) The 2 - Reference air channel
oxygen sensors up and downstream of the catalytic 3 - Heating element
converter have different part numbers. US - Oxygen sensor voltage
Notes: Notes:

911 GT3 (996)
Transmission Oil Temperature Sensor Notes:
On the gearbox of 911 GT3 a transmission oil temperature
sensor is screwed into the bracket support of the trans-
mission oil/coolant heat exchanger, which sends the trans-
mission oil temperature to the Motronic control unit. The
coolant shut-off valve on the heat exchanger to cool the
transmission oil is actuated according to the incoming
transmission oil and coolant temperature.
The switching points are:
• Coolant circuit open (de-energized):

coolant temperature >212° F (100° C), or transmission
oil temperature >220° F (105° C).
• Cooling circuit closed (energized):
coolant temperature < 194° F (90° C) and transmission
oil temperature < 203° F (95° C).

2 - Coolant shut-off valve
3 - Temperature sensor

911 GT3 (997)
Subject Page
Crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Connecting Rods . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Fuel & Ignition System – General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
Fuel Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Intake System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
Exhaust System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
VarioCam . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Transmission Oil Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Electric Fan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10

911 GT3 (997)
Notes:

911 GT3 (997)
Engine Data:
Displacement 3,600 cm3

General
Bore 100 mm
Stroke 76.4 mm
The engine of the new 911 GT3, with its 3.6 liter displace-
Power output 415 bhp (305 kW)
ment, is a further development based on the 911 GT3
At engine speed 7,600 rpm
(996).
At engine speed 5,500 rpm
The most demanding task during development was to
Compression ratio 12,0 :1
improve the already outstanding specific output of the 911
Governed speed 8,400 rpm
GT3 (996) engine while retaining the same displacement.
Idling speed 740 rpm
This was achieved by using the very latest technologies,
the fine-tuning of all components that have an influence on
power output, and the use of materials from racing.
Special attention was paid to the further increase in

maximum power, with a higher torque curve throughout
the entire rpm range.
Summary of modifications:
• Higher power and torque values

• Higher engine speeds
• Forged pistons
• Reduced weight
• Advanced VarioCam

911 GT3 (997)
Crankshaft Fuel, Ignition System & Engine Electrics
A reduction in weight was achieved through a deeper General

central bore in the crankshaft on the pulley side.
Outstanding performance through intensive development;
Connecting Rods besides the high power and torque values of the extremely
compact engine, the new 911 GT3 (997) is particularly
The titanium rods already used in the 911 GT3 (996) were impressive for its higher revving response and excellent
lengthened by one millimeter to 131 mm, in order to acceleration across the whole rpm range. These charac-
increase the maximum engine speed in the new 911 GT3. teristics guarantee a very sporty driving experience in all
This enables a better transfer of forces from the rod to the conditions.
crankshaft and reduces load on the components.
The six-cylinder unit reaches its rated output at 7,600
Pistons/Wrist Pins rpm, with the redline at 8,400 rpm. In addition to the
higher rpm, further enhancement in the air flow made a
To improve combustion, the shape of the piston crown decisive contribution to the increased power. This was
was modified, as was the overall shape of the piston in possible with a new variable intake system with an 82-mm
order to reduce weight. The diameter of the wrist pins was throttle valve (E-gas), optimized cylinder heads and opti-
reduced from 22 mm to 21 mm, the resulting weight mization of the flow through the sports exhaust system
reduction is approx. 30 g per piston. with reduced backpressure. Compared to the previous
model, the air flow has been increased and the gas cycle
Valve Drive improved.
The new 911 GT3 (997) uses a rotary-vane vane actuator, Motronic Engine Management System ME
like the 911 Carrera (997), allowing continuous adjustment 7.8_40_LSU
of the intake camshaft. The adjustment range is 52° crank-
shaft angle. The Motronic ME 7.8_40 engine management system with
broadband oxygen sensors upstream of the catalytic
Camshaft converters is used in all vehicles worldwide.
The camshafts were taken from the 911 GT3 (996). Due The Motronic engine management system, with its
to the increased demand for power, the intake cams were processing speed of 40 MHz and 1 MB memory, has
revised and their lift increased from 12.3 mm to 12.7 mm. been adapted to the engine-specific requirements of
the following components and systems:
Vacuum Pump
• The familiar On-Board Diagnostics system (OBD – USA)
Similar to the current 911 (997) generation, the new 911 and (EOBD – Europe/RoW) informs the driver via a warn-
GT3 also has a mechanically driven vacuum pump that ing in the instrument cluster as soon as emission and
uses rotary vane technology. This replaces the conven- engine related faults arise.
tional vacuum amplifier to provide the vacuum for the • Sport Chrono function.
brake booster and for activating various switching valves. • Traction Control.
It is located on the cylinder head of cylinder bank 1-3 and • Tuning flaps of the intake system.
is driven by the exhaust camshaft. • Exhaust flaps on the sports exhaust system.
• Variable control system for the radiator fan in the front
apron.
• Transmission oil cooling via transmission oil/water heat
exchanger.

911 GT3 (997)
Data Records New Drive Links Of The Motronic Engine
Management System
Various country-specific data records are available on the
PIWIS Testers for programming the DME control unit. • Injection valves for cylinders 1 to 6.
• Valve for intake camshaft adjuster, bank 1 and bank 2.
Adaptation Of The Motronic Engine Management • Switching valves for tuning flaps.
System • Tank ventilation valve.
• Tank leakage diagnostics module DM-TL (USA only).
The Motronic engine management system has been • Secondary air pump.
adapted to the engine-specific requirements of the • Cooling water fans (via additional control unit).
following components and systems: • Engine compartment scavenging blower.
• "Check Engine" light.
• ME 7.8_40_LSU: Worldwide stereo lambda control with
LSU broadband oxygen sensors upstream of the Sport Chrono Package
catalytic converter and LSF step oxygen sensors down-
stream of the catalytic converter. The basic functions are the same as the current 911
• VarioCam (continuous camshaft adjustment). generation, allowing increased sportiness and even more
• Sequential fuel injection with new EV-14 injection valves. direct responsiveness to be achieved for the purpose of
• Electronic throttle (E-gas). enhancing vehicle agility.
• Intake system with two tuning flaps.
• One three-way catalytic converter per cylinder bank as However, pressing the “SPORT” button not only selects a
the main catalytic converter. sportier performance, but also activates an engine map
• Secondary air control. with enhanced torque and power output.
• DM-TL fuel tank leakage check using excess pressure
(USA). When the “SPORT” button on the center console is
• Sport Chrono Package Plus. pressed, this increases the engine torque by up to 18 ft
• Continuous activation of the electrical radiator fan. lbs (25 Nm) in the mid-rpm range and selects a sporty
• Engine compartment scavenging blower. tuning for Traction Control (TC).
New Input Signals Of The Motronic Engine In the sports setting, the exhaust backpressure in the
Management System variable exhaust system is reduced, the gas cycle
improved and the torque noticeably increased in the rpm
• Electronic accelerator pedal unit with pedal sensor 1 range between approx. 3,000 and 4,200 rpm. This leads
and 2. to an increase in the torque values of between 15 and 18
• LSU broadband oxygen sensors upstream of the ft lbs (20 and 25 Nm) and an increase in the power output
catalytic converter, bank 1 and bank 2. of 13 bhp.
• LSF step oxygen sensors downstream of the catalytic
converter, bank 1 and bank 2. Notes:
• Tank leakage diagnostics module DM-TL (USA only).
• CAN information.
• Sport Chrono button.

911 GT3 (997)
Anti-Slip Regulation (ASR) Fuel Supply
Intervention in the engine management system decreases Fuel Tank

the engine’s power by lowering the engine torque. This is
achieved by closing the throttle and reducing the ignition The fuel tank has a capacity of approx. 17.3 gals. (66
angle. Additional information on this is available in group 4 liters). The fuel tank has a reserve of 2.6 gals. (12 liters).
(Chassis).
Fuel Pumps
Engine Drag Torque Control (EDTC)
The fuel tank of the GT3 has 2 fuel pumps which are inte-
Engine Drag Torque Control (EDTC) is activated if lateral grated into the common pump chamber. The two fuel
stability is lost at the rear axle after a downshift on a pump relays are activated as required by a map in the
slippery surface. EDTC can quickly open the throttle, DME control unit. The quantity of fuel delivered by both
thereby restoring driving stability. fuel pumps can be checked as described in the Technical
Manual.
If the driver wishes to increase the driving dynamics
manually, a sporty setup can be selected using the Fuel Filter
“SPORT” button on the center console, or the system can
be switched off completely using the “TC OFF”. “TC OFF” The fuel filter is located in the left-hand side of the engine
appears on the instrument cluster to notify the driver when compartment and must be changed every 48,000 miles
the system is switched off. (80,000 km) or after 6 years.
High-revving Engine Concept Fuel Pressure Regulator
The fuel pressure regulator is located on the fuel distrib-

utor rail in the engine compartment. A return line runs
from the fuel pressure regulator to the fuel tank. The
Technical Manual describes how to check the fuel
pressure. The holding pressure should be > 29 psi (2 bar)
after 1 hour.
Notes:
The engine in the new GT3 has an advanced high-revving

engine concept. A shift indicator, which illuminates shortly
before the relevant engine speed is reached, gives the
driver an additional signal for the ideal shift points.
DME Power Supply
The power supply of the DME control unit is the same as in

the current 911 (997) model. The assignment of the fuse
carrier, as well as relay carriers 1 and 2, can be found in
the circuit diagram on the PIWIS Tester.

911 GT3 (997)
New EV-14 Injection Valve Ignition System
The individual ignition coils and spark plug connectors are

the same as for the previous model.
Spark Plugs
The spark plugs have two ground electrodes and an

M12x1.25 thread. The change interval is every 24,000
miles (40,000 km) or after 4 years.
Intake System
The advanced EV 14 Extended Tip injection valve from the

EV series is used, and has a very slim shape. This
extended 12-hole injection valve has another injection
point located in the intake pipe, which results in an even
better mixture preparation and a reduction in emissions.
The new intake system of the GT3 engine is an important

component of the increase in power. The “ram air box” on
the rear lid allows for greater air flow in the intake area.
Depending on the speed, this box forces the intake air with
increasing pressure directly into the air cleaner housing,
and contributes to aerodynamic performance.
Tank Ventilation System The air cleaner housing is a further development from the
previous model, and channels the air through an enlarged
The tank ventilation system is the same as the one used in outlet to the throttle valve. The diameter of this has also
the 911 Carrera (997). USA vehicles with the tank leakage been enlarged from 76 to 82 mm, which increases the
diagnostic module (DM-TL), it is located in the front rate of air flow and improves the charge cycle.
luggage compartment.
Notes:

911 GT3 (997)
Multi-stage Intake System With Two Tuning Flaps Switching Points Of The Tuning Flaps
Having passed through the air cleaner, past the hot film air
mass air flow sensor and through the throttle valve, the air
To achieve a smooth and high development of torque, the
then flows into a new variable intake system that now has
following switching strategy for the tuning flaps
two switchable tuning flaps. The system is now made from
(connecting pipes between the intake distributors) was
aluminum.
chosen in the new 911 GT3 (997):
The enhanced flow intake system uses smooth surfaces

• Up to 5,400 rpm, both tuning flaps are closed.
and large cross-sections to guarantee a good cylinder
• From 5,400 to 6,350 rpm, the small tuning flap is
charge and high power values. Accordingly, the insides of
opened, while the large one remains closed.
the air collectors and intake pipes of the new 911 GT3
• From 6,350 rpm, the small tuning flap is closed and the
(997) are carefully reworked and generously dimensioned.
large one is opened.
In addition to the air flow, a good cylinder charge also
• From 7,500 rpm, both tuning flaps are opened.
requires intensive use of the air resonances pulsing
through the intake system. This is done using the switch-
These measures enable a high torque curve across a large
able connecting pipes with tuning flaps, which are
rpm range on the one hand, and high maximum power on
controlled by the Motronic engine management system.
the other.
Air Oscillations Help To Achieve Optimal Cylinder Notes:

Charging
The air in the intake system is made to oscillate by the

opening and closing of the valves and by the movements
of the pistons. The strength of the oscillations depends on
the engine speed and on the resonance generated by the
intake system. In a limited rpm range, this oscillating
system starts to resonate and enables strong air oscilla-
tions. These oscillations are used for optimal charging of
the cylinders with air and thereby for achieving high torque
and power values. The excitation of oscillations changes
as the engine rpm changes.
To start the system resonating again, requires a change to

the resonance of the intake system. This is done by
opening or closing the connecting pipes in the intake
system. In order for the resonance effect to be used
across the widest range of engine rpms, a multi-stage
intake system with several tuning flaps is required.

911 GT3 (997)
Exhaust System muffler located under the rear end. Opening the exhaust
flaps creates a direct channel to the rear muffler, while the
exhaust backpressure falls by around eight percent
compared to the previous 911 GT3 (996). The exhaust
flaps are controlled by the Motronic engine management
system, depending on load and engine speed. The flaps,
which are closed when the engine is started, open as
more power is required. In both cases, the new 911 GT3
fulfils all noise regulations worldwide.
The design of the entire exhaust system emphasizes the

development capabilities of Porsche engineers. The
volume of the system not only grew by .42 cu. ft. (12 l),
which results in lower exhaust backpressure and therefore,
more power, but its weight has also been reduced by 18.7
To optimize the gas cycle, the exhaust system was also
lbs (8.5 kg) compared to the previous model.
re-designed. The gases first flow through two high-perfor-
mance manifolds. Compared to standard manifolds, they
The reason for this is the weight optimized, single-skin
offer reduced flow resistance as well as better mixing.
construction with reduced wall thicknesses, whose struc-
This achieves a more effective pre-treatment of the raw
tural integrity was achieved using corrigated construction.
emissions, before they are converted in the downstream
Another advantage is the higher degree of system integra-
catalytic converter.
tion: exhaust manifolds and catalytic converter housings
are no longer two separate modules, but a single inte-
In the new 911 GT3 (997), the catalytic converters are no
grated component.
longer located transversely under the rear end, but at the
side, directly behind the manifolds. Positioning them near
At the same time, another, decisive point was considered.
to the engine allows the catalytic converters to heat and
The new design provides a highly characteristic six-
respond more quickly, and reduces exhaust emissions,
cylinder sound, as the single-flow layout allows the exhaust
especially after a cold start.
gases of all 6 cylinders to be brought together via a
common muffler.
As a result, the 911 GT3 fulfils the legally prescribed limits
of the LEV II stage for the USA, as well as the current Euro
4 emissions standard.
Switchable Front Mufflers
The 911 GT3 has an independent rear end with a centrally

positioned tailpipe. It has additional air outlet openings and
an internal heat shield. The dual tailpipes are clearly
different from those of the Carrera models. Their central
The two catalytic converters are followed by two new front
position in the middle of the rear end and their larger
mufflers, which are switched and controlled by maps. This
diameter give the new 911 GT3 (997) a powerful,
is done using two flaps behind the catalytic converters,
muscular rear view.
which are controlled by vacuum and which direct the
gases either into the front mufflers or directly into the rear

911 GT3 (997)
VarioCam Electric Fan
The 911 GT3 (997) has infinite fan control. The final stage
of the electric fan is activated by the front control unit
based on a controlled input from the DME.
Engine Compartment Scavenging Blower
The engine compartment scavenging blower is activated in

two stages as in the current 911 (997) vehicles.
Secondary Air Injection

The VarioCam has an extended adjustment range. The
intake camshafts are continuously operated by the
The components and function of the secondary air
VarioCam system, and the timing of the intake valves is
injection system, with one secondary air valve per cylinder
adjusted. This is now done by a rotary-vane actuator, as
bank, each of which is pressure-opened by a pump, are
also used in the current 911 Carrera models (997).
the same as in the current 911 (997) vehicles.
The advantage of the new system: Notes:
The infinite adjustment range of the intake camshaft has

grown from 45 to 52 degrees, which allows improvements
to engine characteristics such as power output, torque
and exhaust behaviour.
Transmission Oil Cooling Control
The DME control unit controls the transmission oil cooling

to ensure durability even under extreme load. Depending
on the current temperature of the transmission oil and
coolant, the coolant shutoff valve on the heat exchanger is
activated to cool the transmission oil.
• Coolant circuit open (de-energized)

Coolant temperature > 212° F (100° C), or
transmission oil temperature > 221° F (105° C)
• Coolant circuit closed (energized):
Coolant temperature < 194° F (90° C), or transmission
oil temperature < 203° F (95° C)

Conversion Charts
Temperature
Conversion
Metric Conversion Formulas
INCH . . . . . . . . . . . . . X 25.4 = MM
MM . . . . . . . . . . . . . . X .0394 = INCH
MILE . . . . . . . . . . . . . X 1.609 = KILOMETER(KM)
KM(KILOMETER). . . . . . . . . X .621 = MILE
OUNCE . . . . . . . . . . . X 28.35 = GRAM
GRAM . . . . . . . . . . . . X .0352 = OUNCE
POUND(lb) . . . . . . . . . . X .454 = KILOGRAM(kg)
kg(KILOGRAM) . . . . . . . . . X 2.2046 = lb(POUND)
CUBIC INCH . . . . . . . . X 16.387 = CUBIC CENTIMETER(cc)
cc(CUBIC CENTIMETER) . . . . . X .061 = CUBIC INCH
FOOTPOUND(ft lb) . . . . . X 1.3558 = NEWTON METER(Nm)
Nm(NEWTON METER) . . . . . . X .7376 = ft lb(FOOT POUND)
HORSEPOWER(SAE) . . . . X .746 = KILOWATT(Kw)
HORSEPOWER(DIN) . . . . X .9861 = HORSEPOWER(SAE)
Kw(KILOWATT). . . . . . . . . . X 1.34 = HORSEPOWER(SAE)
HORSEPOWER(SAE) . . . X 1.014 = HORSEPOWER(DIN)
MPG(MILES PER GALLON) . . . . X .4251 = Km/l(KILOMETER PER LITER)
BAR . . . . . . . . . . . . . . X 14.5 = POUND/SQ. INCH(PSI)
PSI(POUND SQUARE INCH) . . . . X .0689 = BAR
GALLON. . . . . . . . . . . X 3.7854 = LITER
LITER. . . . . . . . . . . . . X .2642 = GALLON
FAHRENHEIT . . . . . . . - 32÷1.8 = CELSIUS
CELSIUS . . . . . . . . . . X 1.8+32 = FAHRENHEIT

Conversion Charts
Notes:

Part Number - PNA P10 T02

911 Turbo GT2 GT3 Engine Repair

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911 Turbo GT2 GT3 Engine Repair

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Part Number - PNA P10 T02 Edition - 9/06

Engine Type Designations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1

911 Turbo (996) Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

911 Turbo (997) Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3

911 GT2 (996) Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4

911 GT3 (996) Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5

911 GT3 (997) Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

911 Turbo/GT2/GT3 Engine Repair

Engine Number Identification

Engine Type: (6 = 6 Cyl. Engine)

Engine number is stamped on

1984 930.20 3.2 170/231 911 Carrera - RoW

1985 930.20 3.2 170/231 911 Carrera - RoW

1986 930.20 3.2 170/231 911 Carrera - RoW

1987 930.20 3.2 170/231 911 Carrera - RoW

1988 930.20 3.2 170/231 911 Carrera - RoW

1989 930.20 3.2 170/231 911 Carrera - RoW

911 Turbo/GT2/GT3 Engine Repair Page 1.1

Model Engine Displ. Engine Power Installed In

1991 M64.01 3.6 184/250 911 Carrera (964) 2/4

1992 M64.01 3.6 184/250 911 Carrera (964) 2/4

1993 M64.01 3.6 184/250 911 Carrera (964) 2/4

1994 M64.01 3.6 184/250 911 Carrera (964) 2/4 USA

1995 M64.05 3.6 200/272 911 Carrera (964) RoW

1998 M64.21 3.6 210/285 911 Carrera (993) /C4/C4S RoW

1999 M96.01 3.4 220/296 911 Carrera (996)

2000 M96.01 3.4 220/296 911 Carrera (996)

Page 1.2 911 Turbo/GT2/GT3 Engine Repair

Model Engine Displ. Engine Power Installed In

2001 M96.01 3.4 220/296 911 Carrera (996)

2002 M96.03 3.6 232/310 911 Carrera (996) 2/4/4S

2003 M96.03 3.6 235/315 911 Carrera (996) 2/4/4S

2004 M96.03 3.6 235/315 911 Carrera (996) 2/4/4S

2005 M96.03 3.6 235/315 911 Carrera (996) 2/4/4S

2006 M96.05 3.6 239/325 911 Carrera 2/4 (997)

2007 M96.05 3.6 239/325 911 Carrera 2/4 (997)

911 Turbo/GT2/GT3 Engine Repair Page 1.3

Page 1.4 911 Turbo/GT2/GT3 Engine Repair

Valve Stroke Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8

Engine Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10

Engine Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11

911 Turbo/GT2/GT3 Engine Repair Page 2.1

Page 2.2 911 Turbo/GT2/GT3 Engine Repair

M96.70 Power/Torque Diagram

The engine of the 911 Turbo is an evolution of the 6-cylin-

The outstanding features of the engine are:

911 Turbo/GT2/GT3 Engine Repair Page 2.3

The intermediate shaft is driven by the crankshaft via spur

The crankcase is bolted together with through bolts (7)

Crankshaft Location of Intermediate Shaft Code

After machining, the crankshaft is plasma-nitrided. This

Page 2.4 911 Turbo/GT2/GT3 Engine Repair

Ring 1 - Taper-face ring 100 x 1.75mm

911 Turbo/GT2/GT3 Engine Repair Page 2.5

The multi-layer steel gasket is completely covered with

Cylinder Head Cut-out

VarioCam Plus System Layout

Page 2.6 911 Turbo/GT2/GT3 Engine Repair

The camshafts are hard-chilled components and hollow-

Camshaft adjustment with valve stroke control

The demands placed on the design of an engine, i.e.